Embed Size (px)
Citation preview
PUBLIC DISCLOSURE AUTHORISED
CARIBBEAN DEVELOPMENT BANK
TWO HUNDRED AND FIFTY-FIRST MEETING OF THE BOARD OF DIRECTORS
TO BE HELD IN THE CAYMAN ISLANDS
MAY 21, 2012
PAPER BD 44/12
ROAD SAFETY PROJECT – BELIZE (President’s Recommendation No. 864)
1. The attached Report is the appraisal of a project proposal from the Government of Belize (GOBZ).
The objective of the Project is to reduce deaths and serious injuries associated with road traffic accidents.
This will be achieved through improving the safety of road infrastructure along a demonstration
corridor; changing road user behaviour through increased awareness and understanding of the issue;
traffic law enforcement support; post-crash response support; and road safety management capacity
building.
2. On the basis of the Report, I recommend a loan to GOBZ of an amount not exceeding the
equivalent of seven million two hundred and forty-eight thousand United States dollars [USD7.248 million
(mn)] consisting of:
(a) an amount not exceeding the equivalent of USD5.362 mn from the Ordinary Capital
Resources of the Caribbean Development Bank (CDB); and
(b) an amount not exceeding the equivalent of USD1.886 mn from CDB’s Special Funds
Resources,
on the terms and conditions set out and referred to in Chapter 6 of the attached Report.
3. In addition, I recommend a waiver of CDB’s Procurement Guidelines to permit the purchase of
specified new vehicles and equipment costing up to USD385,000 without restriction to eligible countries.
4. Funds are available within CDB’s existing resources and/or borrowing programme for the
relevant disbursement period.
PUBLIC DISCLOSURE AUTHORISED
CARIBBEAN DEVELOPMENT BANK
APPRAISAL REPORT
ON
ROAD SAFETY PROJECT – BELIZE
Considered at the Two Hundred and Fifty-First Meeting of the
Board of Directors on May 21, 2012.
(BD 44/12)
AR 12/1 BE
Director - Tessa Williams Robertson
Projects Department
Division Chief (Ag.)
Economic Infrastructure Division - Andrew Dupigny
MAY 2012
This Document is being made publicly available in accordance with the
Bank’s Information Disclosure Policy. The Bank does not accept
responsibility for the accuracy or completeness of the Document.
Any designation or demarcation of, or reference to, a particular territory or geographic area in this Document,
is not intended to imply any opinion or judgment on the part of the Bank as to the legal or other status of any
territory or area or as to the delimitation of frontiers or boundaries.
This report was prepared by an Appraisal Team comprising:
Glen McCarvell, Operations Officer (Civil Engineer)/Coordinator; Alexander Augustine, Operations Officer (Financial
Analyst); Cheryl Dixon, Operations Officer (Environment); Ellis Elbert, Operations Officer (Social Analyst); Kent Vital,
Country Economist; George Kirnon, Legal Counsel; Idamay Denny, Operations Officer (Education); and Sonia Brewster,
Coordinating Secretary.
CURRENCY EQUIVALENT
Dollars ($) throughout refer to Belize Dollars (BZD) unless otherwise stated.
USD1.00 = BZD2.00
BZD1.00 = USD0.50
ABBREVIATIONS
AASHTO - Association of State Highway and Transportation Officials
BERT - Belize Emergency Response Team BZD - Belize Dollars
BMCs - Borrowing Member Countries
BOP - Balance of Payments
CBB - Central Bank of Belize
CDB - Caribbean Development Bank CFZ - Commercial Free Zone
CG - Central Government
CPA - Country Poverty Assessment CRF - Consolidated Revenue Fund
DOT - Department of Transport DPW - Department of Public Works
ECP - Environmental Compliance Plan
ERR - Economic Rate of Return EMP - Environmental Management Plan
EMT - Emergency Medical Technicians
FDI - Foreign Direct Investment
GDP - Gross Domestic Product
GOBZ - Government of Belize GST - General Sales Tax
HMIS - Health Management Information System
IDB - Inter-American Development Bank
IDC - Interest During Construction
iRAP - International Road Assessment Programme
KAP - Knowledge, Attitudes and Practices
km - kilometres KSI - Killed and Seriously Injured
m - metres
mn - million M&E - Monitoring and Evaluation
MFED - Ministry of Finance and Economic Development
MOEYS - Ministry of Education, Youth and Sports
MOH - Ministry of Health MOU - Memorandum of Understanding MWT - Ministry of Works and Transport
MVRTA - Motor Vehicle and Road Traffic Act
MVIA - Motor Vehicle Insurance Act
NFS - National Fire Service
NPESAP - National Poverty Elimination Strategy and Action Plans
NPV - Net Present Value NRSC - National Road Safety Committee OCR - Ordinary Capital Resources
OSC - Operational Steering Committee
(ii)
p.a. - per annum
PAHO - Pan American Health Organisation
PCR - Project Completion Report
PD - Police Department PE - Project Engineer
PM - Project Manager
PRA - Public Roads Act RPS - Road Protection Score
RSU - Road Safety Unit RTA - Road Traffic Accidents
RTI - Road Traffic Injuries
SFR - Special Funds Resources SpCF - Specific Conversion Factor
TA - Technical Assistance TL - Task Leaders
TOR - Terms of Reference TWG - Technical Working Group
USD - United States Dollar
WB - World Bank WHO - World Health Organisation
MEASURES AND EQUIVALENTS
1 hectare (ha)
1 kilometre (km) =
= 2.47 acres
0.621 mile (mi) 1 square kilometre (km
2) = 0.386 square mile (mi
2)
1 metre (m) = 3.281 feet (ft) 1 millimetre (mm) = 0.039 inch (in) 1 square metre (m
2) = 10.756 square feet (ft
2)
TABLE OF CONTENTS
COUNTRY DATA: BELIZE
LOAN AND PROJECT SUMMARY
1. STRATEGIC CONTEXT AND RATIONALE
2. PROJECT DESCRIPTION
3 FINANCING STRUCTURE AND COSTS 4. PROJECT VIABILITY
5. IMPLEMENTATION AND PROJECT MANAGEMENT
6. TERMS AND CONDITIONS
APPENDICES
1.1 SUMMARY OF BELIZE ROAD SAFETY STATISTICS
1.2 PROFILE OF BELIZE EMERGENCY RESPONSE TEAM
1.3 MACRO-SOCIAL CONTEXT 1.4 RECENT MACROECONOMIC PERFORMANCE
2.1 DETAILS OF THE PROJECT 2.2 DRAFT TERMS OF REFERENCE – COMMUNICATIONS CONSULTANT
2.3 DRAFT TERMS OF REFERENCE – CURRICULUM CONSULTANT
2.4 DRAFT TERMS OF REFERENCE – ENFORCEMENT TRAINING 2.5 DRAFT TERMS OF REFERENCE – ROAD SAFETY CONSULTANCY SERVICES
2.6 DRAFT TERMS OF REFERENCE – ROAD SAFETY TRAINING 2.7 DRAFT TERMS OF REFERENCE – ROAD SAFETY ASSESSMENT
2.8 DRAFT TERMS OF REFERENCE – CONSULTANCY SERVICES FOR THE DESIGN AND
CERTIFICATION OF ROAD SAFETY INFRASTRUCTURE WORKS
3.1 PROJECT COST, PHASING AND FINANCING PLAN
4.1 DEMONSTRATION CORRIDOR 2012 STAR RATINGS 4.2 SUMMARY OF INCREMENTAL ECONOMIC BENEFITS
4.3 ASSUMPTIONS TO THE ECONOMIC ANALYSIS
4.4 ECONOMIC RATE OF RETURN CALCULATION 5.1 MANAGEMENT STRUCTURE
5.2 DRAFT TERMS OF REFERENCE – PROJECT MANAGEMENT 5.3 PROJECT IMPLEMENTATION SCHEDULE
5.4 PROCUREMENT PLAN
5.5 ESTIMATED QUARTERLY LOAN DISBURSEMENT SCHEDULE 5.6 REPORTING REQUIREMENTS
FIGURES
1. PROJECT LOCATION MAP
2. DEMONSTRATION CORRIDOR
COUNTRY DATA: BELIZE
2007 2008 2009 2010 2011 PER CAPITA GDP (current market prices; $) 8,242 8,466 8,097 8,952 9,029e
GROSS DOMESTIC PRODUCT (GDP)
GDP at Current Market Prices ($mn)
2,553.5
2,727.0
2,698.0
2,802.0
2,906.2e Demand Components:
Consumption Expenditure
2095.5
…
…
…
… Gross Domestic Investment 504.1 … … … … Exports of goods and non-factor services 1,529.0 … … … … Imports of goods and non-factors ervices 1575.1 … … … …
Gross domestic savings ratio (%) 17.9 … … … …
Sectoral distribution of current GDP (%) Agriculture 12.3 12.2 … … … Mining & Quarrying 0.5 0.5 … … … Manufacturing 13.1 14.3 … … … Utilities 3.8 2.6 … … … Construction 4.0 5.2 … … … Transport & Communication 13.0 12.0 … … … Hotels & Restaurants 5.3 5.0 … … … Wholesale & Retail Trade 16.9 17.0 … … … Financial & Business Services 17.0 17.0 … … … Government Services 11.6 11.7 … … … Other Services 7.5 7.5 … … … Less Imputed Service Charge 5.0 5.0 … … …
GDP at Current Factor Cost ($mn) 2,208.1 2,363.9 … … … GDP at constant 2000 Prices ($mn) 1,954.1 2,034.8 2,060.8 2,109.1 2,145.5 Annual rate of growth in GDP (%) (0.1) 4.1 1.3 2.3 1.7
MONEY AND PRICES ($ mn) Consumer prices (av. annual % change) 2.3 6.4 (1.1) 1.0 2.6 Money supply (M1; annual % change) 12.3 0.3 1.0 (0.8) 15.7 Total domestic credit(net) 1,790.6 1,932.4 2,002.3 1,944.9 1,915.3
Private sector (net) 1563.3 1,728.4 1,799.5 1,757.6 1,752.3 Public sector (net) 227.3 204.0 202.8 187.3 163.0
Estimated Tourism Expenditure (USD mn) 283.6 272.6 251.7 260.0 …
CENTRAL GOVERNMENT FINANCES ($ mn) Current Revenues 651.5 729.4 653.9 735.7 793.8 Current Grants 0.0 0.0 0.0 0.0 0.0 Current Expenditures 636.1 617.9 661.8 676.7 714.5 Current AccountSurplus/ (Deficit) 15.4 111.5 (7.9) 59.0 79.3 Capital Revenue and Grants 114.2 71.3 44.9 24.2 15.6 Capital Expenditure and Net Lending 160.4 141.6 113.3 126.1 102.1 Overall Surplus/ (Deficit) (30.8) 41.2 (76.3) (42.9) (7.2)
BALANCE OF PAYMENTS (USD mn) Merchandise Exports (f.o.b) 425.6 480.2 383.9 475.8 567.0 Merchandise Imports (c.i.f) 642.0 788.3 620.5 649.8 735.0 Trade balance (216.4) (308.1) (236.6) (174.0) (168.0) Net Balance on services account 230.0 216.9 182.7 200.1 186.0 Income (net) (159.0) (165.2) (108.3) (158.5) (143.0) Transfers (net) 93.4 111.6 79.4 91.8 80.0 Current Account Balance (52.0) (144.8) (82.8) (40.6) (45.0) Capital and Financial Account 114.0 215.9 135.6 33.0 49.0 Net errors and omisions (39.0) (13.2) (5.5) 11.9 0.0 Overall Balance 23.0 57.9 47.3 4.3 4.0 Change in Reserves () = Increase (23.0) (57.9) (47.3) (4.3) (4.0)
TOTAL PUBLIC DEBT (USD mn) Total public debt 1,133.7 1,124.2 1,175.8 1,193.1 1,213.3
Domestic debt outstanding
Long term
Short term
161.0
…
…
166.4
…
…
160.1
…
…
183.9
…
190.6
…
… External debt outstanding 972.7 957.8 1015.7 1009.2 1022.7 Debt Service 115.1 85.2 71.1 66.2 81.4
Amortisation 60.2 44.3 34.8 27.1 37.1 Interest Payments 54.9 40.9 36.3 39.1 44.3
External debt service as % of exports of goods and services 14.0 9.8 9.8 8.8 8.7 Total debt service as % of current revenue 25.0 29.7 18.7 19.4 20.5
AVERAGE EXCHANGE RATE Dollar(s) per US dollar 2.00 2.00 2.00 2.00 2.00
Data for 2011 are provisional. (e Estimate)
COUNTRY DATA: BELIZE
2007 2008 2009 2010 2011 POPULATION Mid-Year Population ('000) 309.8 322.1 333.2 313.0 … Population Growth Rate (%) 3.3 4.0 3.4 (6.1) … Crude Birth Rate … … … … … Crude Death Rate … … … … … Infant Mortality Rate … … … … …
EDUCATION Net School Enrollment Ratio (%)
Primary
86.4
86.4
83.7
94
… Secondary 41.2 40 40.7 49 …
Primary 23 23 23 22 … Secondary 14 14 14 14 …
LABOUR FORCE Unemployment Rate (%) 8.5 8.2 13.1 23.1 …
Male … … … 16.7 … Female … … … 33.1 …
Participation Rate (%) 59.2 … … 65.7 … Male … … … 80.3 … Female … … … 51.2 …
Pupil-Teacher Ratio
COUNTRY DATA: BELIZE
1970 1980 1990 2000 2010 INDICATORS OF HUMAN DEVELOPMENT
HEALTH AND EDUCATION Life Expectancy at Birth (years) 67.6 71.
4 71.4 73.8 77.0
Male 66.9 70.4
70.4 72.6 … Female 68.3 72.
6 72.6 75.3 …
Dependency Ratio 1.17 1.03
1.03 0.93 … Male 1.19 1.0
1 1.01 0.92 …
Female 1.15 1.05
1.05 0.93 …
Human Development Index
…
0.614
0.648
0.687
0.739
HOUSING AND ENVIRONMENT Households with piped water (%) 19.3 45.
7 45.7 49.2 85.0
Households with access to flush toilets (%) 14.1 21.1
21.1 49.9 64.6 Households with electricity (%) … 59.4 59.4 67.2 90.0
Environmental strategy or action plan (year prepared): 2003
Source(s): Central Bank of Belize.
… not available
Data as at April 23, 2012
LOAN AND PROJECT SUMMARY
Financial Terms and Conditions Borrower: Government of Belize
(GOBZ) Amortisation Period: Ordinary Capital
Resources (OCR): 12 years Special Funds Resources
(SFR): 12 years Executing Agency: Ministry of Finance and
Economic Development
(MFED)
Grace Period: OCR: 4 years SFR: 4 years
Disbursement Period: September 1, 2012 – December 31, 2015
Source Amount (USD) OCR – Loan 5,362,000 Interest Rate: 3.84% per annum (p.a.)
variable SFR – Loan 1,886,000 Interest Rate: 2.5% p.a. Sub-Total Loan 7,248,000
Commitment Fee: 1% p.a. on the Counterpart: 1,596,000 undisbursed balance of the OCR Loan, commencing from the 60
th day after the date of
the Loan Agreement. TOTAL: 8,844,000
Project Summary Project Objective and Description:
The objective of the Project is to reduce deaths and serious injuries associated with road traffic
accidents. This will be achieved through improving the safety of road infrastructure along a
Demonstration Corridor; changing road user behaviour through increased awareness and understanding of
the issue; traffic law enforcement support; post-crash response support; and road safety management
capacity building.
The Project consists of the following:
(a) Road Safety Infrastructure.
(b) Road User Education and Awareness:
(i) Public Education and Awareness; and
(ii) Curriculum Development and Teacher Training.
(c) Road Safety Enforcement.
(d) Road Accident Emergency Services.
(e) Capacity Building:
(i) Road Safety Mentoring;
(ii) Road Safety Training; and (iii) (iii) Monitoring and Evaluation (M&E)
(f) Project Management.
(ii)
Exceptions to Caribbean Development Bank (CDB) Policies:
A waiver of the CDB’s Procurement Guidelines to permit the purchase of specified vehicles and
equipment costing up to USD385,000, without restriction to eligible countries.
CDB/Special Development Fund Contribution to Country Outcomes – Key Outputs
Education and Training:
Teachers trained to deliver road safety curriculum - 100
Students benefiting from revised road safety curriculum and informal learning programme – 2,000
Social and Economic Infrastructure:
Primary roads upgraded from 1 and 2-star safety levels to a minimum of 3-star for all road
users – 80 kilometres (km).
Beneficiaries of road project:
(a) Belize City to Hattieville: vehicle occupants travelling in an average of 8,000
vehicles/day.
(b) Hattieville to Belmopan: vehicle occupants travelling in an average of 2,000
vehicles/day.
Capacity Development:
Public sector employees trained in road safety management – 20
Public sector employees trained in traffic law enforcement – 35
1. STRATEGIC CONTEXT AND RATIONALE
LOAN REQUEST
1.1 By letter dated March 15, 2012, GOBZ requested that CDB assist in financing a multi-sectoral
road safety intervention that would include infrastructure improvements and capacity building for
agencies involved in road safety management.
SECTOR ANALYSIS
1.2 Belize’s road network is divided into 581 km of main roads (mainly consisting of the
Hummingbird, Southern, Northern and Western Highways); 711 km of secondary roads; and 1,980 km of
feeder roads. Approximately 20% of the total network is paved (90% of the main roads, 19% of the
secondary roads and 3% of the feeder roads). The current vehicle fleet is estimated to be 55,000 of
various types, with the majority of them being registered in the Belize and Cayo Districts. The fleet and
traffic volumes on the network have all grown at a steady 3 – 4% p.a.
1.3 Most of Belize’s main road network is in good structural condition, however, there are some
major safety deficiencies, in particular poor delineation and the lack of adequate shoulders and
appropriate road-side furniture. Speeds on the network are a major problem, as illustrated by a speed
survey conducted in November 2011, which indicated that more than 50% of vehicles exceeded the
posted limit. A comprehensive safety assessment of the main road network was initiated in August 2011.
This exercise determined the level of risk to each type of road user at 100 metre (m) intervals along the
network, which were then assigned safety ratings of between 0 to 5 stars, with 5 being the highest
and 3 stars being considered as the minimum acceptable standard. The results of this survey indicate
that 70%, 85%, 91% and 10% of the main road network is rated at between 0-2 stars for vehicle
occupants; motorcycle users; bicycle users; and pedestrians, respectively.
1.4 Road transport in Belize is administered under three Acts: the Public Roads Act (PRA), the Motor Vehicles and Road Traffic Act (MVRTA) and the Motor Vehicle Insurance (Third Party Risks) Act [MVIA]. PRA deals with the powers of the Minister and the Chief Engineer, Ministry of Works and Transport (MWT), in respect of public roads and their location, operation, and maintenance. MVRTA deals with traffic regulations and other matters regarding motor vehicle users and operators, as well as traffic control and licensing. MVIA regulates insurance of motor vehicles and enforces mandatory third
party liability. A recent study1
of these has determined that legislation at the national level is adequate to
support effective traffic law enforcement. However, a better definition of the roles and responsibilities is required for the municipalities and the fines and fees in the PRA require updating.
1.5 User knowledge of the risks associated with the use of the road is generally poor in Belize. Road
safety is not a formal part of the school curriculum. Dangerous behaviours, such as distracted driving and
riding in pick-up truck pans, are ubiquitous and have contributed to a significant proportion of the
fatalities. Drunken driving statistics are not available, but it is, at least anecdotally, perceived as a
widespread problem. Addressing such user behaviour is critical to improving safety on Belize’s road
network.
1.6 Road Traffic Injuries (RTI) are the fourth leading cause of death in Belize. In 2006, Belize
recorded 68 deaths and 652 non-fatal RTI 2. In 2009, fatalities rose to 70, equivalent to approximately 21
deaths per 100,000 inhabitants, the highest fatality rate of CDB’s Borrowing Member Countries (BMCs),
1 Legislative and Regulatory Analysis of Traffic Management in Belize, 2012.
2 World Health Organisation’s (WHO) Global Status Report on Road Safety, 2009.
- 2 -
which averages about 16, and higher than most of its Central American neighbours3. The highest death
rates have historically been in the Belize and Cayo Districts whose proportion of annual casualties averages about 60% and 11%, respectively. The Inter-American Development Bank (IDB) has recently
projected4
that, without action, the number of road-related fatalities in Latin America and the Caribbean will soar in the next 10 years from the current regional average of 17 to 31 deaths per 100,000 inhabitants. Appendix 1.1 provides additional details on road safety issues in Belize.
Organisation and Structure
1.7 Road safety is a cross-sectoral issue encompassing the following service providers in Belize: the
nine municipalities5, MWT, Ministry of Health (MOH), Police Department (PD), the National Fire Service
(NFS) and Belize Emergency Response Team (BERT). Over the past few years MOH6
and MWT7
have both developed strategies to address road safety. However, no action has been taken because: (a) road safety was not a GOBZ priority at the time; and (b) the roles and responsibilities of the various agencies were not well established. GOBZ proposes to establish a National Road Safety Committee (NRSC) to lead, manage, coordinate and evaluate efforts to improve road safety in the country.
1.8 Road safety statistics are not uniformly or consistently collected. Traffic and speed surveys are
not routinely performed by MWT due to lack of equipment. MOH has a Health Management Information
System (HMIS), which identifies deaths related to Road Traffic Accidents (RTA), and PD has a Crime
Information Management System for which a RTA database suite is expected to be rolled out shortly.
Belize City has a traffic enforcement database and one is currently under development for Belmopan.
Additional work is required to ensure dataset definitions in these databases and reporting is consistent,
timely and comparable, to inform effective M&E and ensure a results-based focus to a national road safety
strategy.
1.9 MWT, through its Department of Public Works (DPW), is responsible for the construction and
maintenance of the main roads in Belize, with the exception of those roads which fall within the limits of
the nine municipalities. CDB is satisfied that DPW has the capacity to effectively carry out its
responsibilities in the sector. However, under-investment in maintenance has led to the deterioration in
the road networks condition and its safety. Also, there is a need to better incorporate road safety
considerations into their maintenance planning and budgeting process.
1.10 MWT’s Department of Transport (DOT), shares responsibility with the nine municipalities for:
licensing and registration of motor vehicles; issuing of drivers’ permits; granting of bus permits; motor
vehicle inspections; driver testing; enforcing traffic regulations; and assisting PD with motor vehicle
accident investigations. With these 10 agencies responsible for licensing, standards for driver training
and vehicle inspection are not uniformly applied across the country; hence, there is a widespread lack of
understanding of the “rules of the road” and a growing fleet with a substantial proportion of poor quality
vehicles, both of which have adverse implications for road safety. There will never be sufficient
personnel to undertake all the enforcement required in Belize and a move towards a more automated
approach is ultimately essential. Along the inter-urban sections of the road network, enforcement is
particularly lacking. DOT has adequate personnel and systems in place to support enforcement
3 Which have rates of 20.7 (Mexico), 14.9 (Guatemala) and 13.5 (Honduras) per 100,000 inhabitants, whilst by
comparison the Organisation for Economic Cooperation and Development (OECD) countries average about 10.
Source: ibid. 4
Road Safety Initiative, IDB, 2011. 5
Belize City, Belmopan, Benque Viejo, Corazol, Dangriga, Orange Walk, Punta Gorda, San Ignacio and San Pedro. 6
National Five Year Strategic Plan to Reduce Road Traffic Accidents/Injuries in Belize 2007-2012. 7
Roads and Municipal Drainage Project, Institutional Strengthening – Volume II: National Road Safety Strategy
and Plan 2005-2010.
- 3 -
operations on these sections of the network, however, they are constrained by a lack of appropriate equipment. There is also a need to upgrade their enforcement skills to current best practices and techniques. The current institutional constraints faced by the municipalities are being addressed by a
separate ongoing World Bank (WB) intervention8.
1.11 Post-crash ambulatory service responsibility in Belize is shared between MOH and BERT. Only
BERT has ambulances equipped with the necessary medical equipment and staffed with qualified
emergency medical technicians to respond to RTA crash scenes where severe trauma is involved. BERT is
a well-established first responder in Belize and is an integral part of the country’s emergency medical
services. BERT has adequate personnel and systems in place to support their operations. The
organisation is, however, constrained by antiquated equipment which has resulted in increased operational
and maintenance costs. Appendix 1.2 provides further details on the operations of BERT.
Issues and Constraints
1.12 There are several key issues and constraints affecting road safety in Belize including:
(a)
(b) Education and awareness: School children are very vulnerable road users but there is
inadequate representation of road safety in the curriculum. What is referred to as “Traffic
Education” is minimally represented in the Social Studies curriculum, but the concepts
included provide for knowledge rather than application. Students therefore develop a
poor understanding of the risks associated with using roads. Additionally, the dangerous
behaviour of some road users has contributed significantly to the number of RTA.
(c) Traffic-law enforcement: The majority of RTA occur on inter-urban sections of the road
network where traffic law enforcement is not routinely applied. DOT has the personnel
and the mandate but requires appropriate vehicles and equipment to deter poor road user
behaviour through a high-visibility patrol and enforcement initiative on the main road
network. The municipalities concentrate on parking and vehicle condition enforcement
and are not equipped to deter speeding and drunk driving. All of the enforcement
agencies need an improved understanding of best practices in the various aspects of
traffic law enforcement.
(d) Post-crash care: Fundamental to a reduction of RTA fatalities, is the ability to provide
timely, efficient and effective on-scene emergency medical care. BERT, the main
emergency medical response service in the country, suffers from inadequate equipment
capacity to effectively respond to RTA.
(e) Institutional capacity and accountability: The present institutional arrangement has 15
agencies sharing responsibility for road safety. The lack of formalised inter-agency
coordination mechanisms is not conducive to improving road safety. A results-focused
strategy with a clear definition of roles and responsibilities, supported by improved cross-
sectoral capacity to manage road safety, is required. The effective M&E of this strategy is
also vital to ensure accountability. The NRSC needs to be formalised so that it can take
the lead in road safety management. GOBZ’s capacity will need to be strengthened to
effectively manage, monitor and evaluate road safety activities. In addition, due to the
absence of reliable data, there is little or no performance management to ensure service
providers focus on results.
8
Belize Municipal Development Project.
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
- 4 -
COUNTRY’S SECTOR STRATEGY
1.13 As noted previously, both MOH and MWT had developed road safety strategies that had not been
acted upon. Subsequently, Belize’s Medium Term Development Strategy 2010-13 and Horizon 2030 –
The Long Term Development Framework for Belize, both identified and recognised the need to support
the improvement of road safety as a high priority policy objective. To assist in operationalising GOBZ’s
strategy, as part of the Fourth Road Project (BD98/10), CDB provided grant resources for two Technical
Assistance (TA) interventions. The outputs of those two interventions included a Safer Roads
Infrastructure Investment Plan, a Road Safety Management Capacity Review and an Integrated Road
Safety Project Investment Plan. These have identified activities and objectives to be achieved over the
short-term (1-3 years), medium-term (3-5 years) and long-term (+6 years) to improve road safety. These
have informed the design of this Project.
SOCIAL AND MACROECONOMIC CONTEXT
Social Context 1.14 The proposed road safety intervention will focus on the Western Highway which straddles the
two most populous districts in Belize, Belize and Cayo, which contain the commercial and administrative
capitals, respectively. The former is dominated by the city of Belize which contains around 17% of the
country’s population. Belize City, with a population of approximately 53,000, is geographically small,
but vibrant and culturally rich. Also, in Belize District is the town of Hattieville and the sparsely
populated villages of La Democracia, Crooked Tree and Rockstone Pond, located along the Western
Highway. Hattieville, with a small population of about 1,300, is home to two primary schools and a
police station. Police and NFS stations are located in Belize City and Belmopan. The Western Highway
links Belize City and Belmopan, and is heavily trafficked by a wide cross section of the public who live in
Belize City and commute to work in Belmopan on a daily basis.
1.15 Two-thirds of the country’s Creole population lives in Cayo District, in which Belmopan as well
as the twin towns of Santa Elena/San Ignacio are located, and the large Mennonite enclave at Spanish
Lookout. Cayo District has been the fastest growing district with the population increasing by 39%
since 2000, followed by Belize District with a 34% increase. Belmopan, with a population of 13,654,
is recognised as one of the safest cities in Belize and, consequent upon a number of pull factors,
including the establishment of commercial banks, embassies and consulates, it has evolved into a thriving
city, as well as a place for retirees seeking easy and unencumbered access to essential services. The
population of Belmopan is expanding as Belizeans and immigrants inhabit the area and have built
several new suburbs such as Salvapan, San Martin and Las Flores. This has led to increased vehicular
and pedestrianised traffic within the municipality. Belmopan, as an expression of its local culture, offers a
local farmers’ market twice weekly, where a diverse demographic and cross-section of the society meet to
trade, socialise and strengthen social and economic relations around an eclectic variety of fresh
produce, and dry goods. (See Appendix 1.3 for the Macro Social Context).
1.16 There are eight primary and two secondary schools located along the Western Highway from
Belize City to Belmopan, catering to a population of 2,126 students ranging in age from 5-17 years. As a
result of the dispersed nature of the villages in relation to the location of schools, many students are
required to use the highway, either on foot, bicycles or by public transportation on a daily basis. In
addition, since many of the country’s secondary schools are located in the urban centres, many other
- 5 -
secondary students use public transportation along the highway to reach their schools located in either
Belize City or Belmopan. Therefore, significantly more than the number of students attending school
within the Corridor are impacted by safety issues along the highway.
Macroeconomic Context
1.17 Real Gross Domestic Product (GDP) growth at basic prices averaged 4.0% annually in Belize
between 2002 and 2009. This growth has generally been broad-based. Growth slowed during the latter
part of the period with a 1.7% annual increase between 2007 and 2009, compared to growth of 5.4%
annually over the previous years. Slower growth during the latter period was due to a decline in
agriculture and fishing, as well as to the impact of the global economic crisis which affected performance
in the tourism sector, particularly strongly. The weak economic environment which prevailed during
2009, as a result of the global economic crisis, continued to impact Belize in 2010-11, but there has
been some recovery. Real GDP grew by an estimated 1.7% during 2011, mainly due to strong
performance in manufacturing, wholesale and retail trade, and hotel and restaurant activity which grew
by 2.9%, 4.8% and 4.7%, respectively.
1.18 Since 2005, Belize has made significant efforts to correct unsustainable fiscal and external
imbalances. These imbalances had threatened to constrain economic growth and thereby adversely
impacting GOBZ’s ability to implement programmes aimed at reducing poverty. Under an adjustment
programme, GOBZ was successful in reducing the fiscal deficit to 1.9% of GDP by 2006, compared with
one of 6.8% of GDP during the previous year. Fiscal performance continued to improve and by 2008, an
overall surplus of 1.5% was registered. CDB’s support to Belize through a Policy-Based Loan of
USD25 mn was instrumental in the success that Belize has realised with its adjustment programme.
Given the impact of the global economic crisis, the fiscal position worsened to a deficit of $76.3 mn or
2.8% of GDP by 2009. However, due to a 6.7% ($50.2 mn) increase in revenue resulting from increased
intake from the petroleum industry and a higher yield on import duties, the overall deficit improved to
1.5% of GDP ($43.0 mn) in 2010 and to 0.2% of GDP ($7.2 mn) in 2011.
1.19 Belize is striving to maintain a stable fiscal outlook but the current global economic environment makes this more difficult. Further, there has been additional pressure on fiscal expenditure, given the
stepped-up interest rate to 8.0% in 2012 on the “super-bond”9, while the repayment of principal on the
super-bond is expected to commence in 2019. To maintain Central Government (CG) debt at about its current level (78.9% of GDP), and to prepare for the amortisation of the super-bond, Belize will need to
make significant additional effort to achieve fiscal balance. While Belize has fared better than many other Caribbean countries in coping with the global economic crisis, in the face of slow growth in fiscal revenue and consequently the country’s greater reliance on controlling expenditure to achieve targeted fiscal deficit levels, the country was not able to achieve the level of primary surpluses that would have made it much easier and less burdensome to service the stepped-up interest payments on the super-bond.
1.20 While GOBZ has attained the targeted levels of overall fiscal deficits and consequently has
succeeded in achieving a small reduction in debt relative to GDP since 2006 (when CG debt amounted
to 87.41% of GDP), this has been achieved at a cost to economic and social development. Worsened by
the impact of the global economic crisis, GOBZ has had to restrain spending in order to achieve the set
fiscal targets aimed at containing debt. Though it is desirable to eliminate unnecessary spending and
improve the efficiency of expenditure, Belize’s stage of development requires increasing the level of
expenditure if significant social and economic progress is to be achieved, given the low level of per-capita
income, extreme poverty, high crime rate and a long road ahead towards the achievement of the
9 A USD563.2 mn 22-year bond which was exchanged for pre-existing commercial debt in 2007. The
bond is payable semi-annually beginning in 2019, with interest rates payable semi-annually at 4.25% during 2007-09,
6% during 2010-11, and 8% for the remaining years of the bond.
- 6 -
Millennium Development Goals. Since 2007, Belize has had to restrain such desirable expenditure and
had not expended the level of resources needed to effectively maintain infrastructure and enhance its
safety. Consequently, the country’s infrastructure deteriorated to the point that in many instances
significant rehabilitation is required and failure to do so over the short to medium-term will compromise
the efficiency of many sectors, including tourism, agriculture and manufacturing, as well as continue to
compromise road safety. Given the social and economic impacts of RTI, Belize has prioritised
investments in road safety. In accordance with the priority given to this Project, it can be accommodated
within the country’s fiscal budget subject to its fiscal target (a deficit of no more than 2.5% of GDP).
GOBZ would have to determine the specific projects that can be accommodated in each fiscal year, given
its expenditure constraints. However, over the medium-term, Belize will be seeking to make appropriated
fiscal adjustments in order to be in a position to meet additional obligations related to the super-bond, as
well as other new obligations such as the re-imbursement of previous owners of nationalised assets. As
part of its strategy to undertake critical or highly desirable expenditure, while at the same time pursuing
sustainable fiscal operations, Belize is seeking support from its multilateral partners to provide loans on
the most concessional terms possible. Appendix 1.4 provides further details on Belize’s recent
macroeconomic performance.
LINKAGE OF PROJECT TO CDB’S STRATEGIC OBJECTIVE AND POVERTY GOALS
1.21 CDB’s Strategic Plan 2010-2014, recognises the positive relationship between infrastructure,
economic growth and poverty reduction. The proposed Project is consistent with CDB’s Strategic
Objectives of promoting broad-based economic growth and inclusive social development and promoting
good governance within its BMCs, and CDB’s Corporate Priorities of improving the quality and access to
education; promoting social protection measures; promoting social partnerships; strengthening human
resource capability and improving management practices; and strengthening and modernising social and
economic infrastructure. It is also consistent with the Special Development Fund 7 Operational Theme of
poverty reduction and human development. CDB, in its Country Strategy Paper for Belize (2011 to
2015), among the various strategies outlined, indicated that the Bank would support public sector
investments to improve road safety. The project objectives will support efforts to reduce the vulnerability
of road users to injuries and deaths, which have significant negative social and economic consequences.
RATIONALE FOR PROJECT
1.22 Belize recorded 70 road traffic deaths in 2009, equivalent to 21 traffic deaths per 100,000 inhabitants, giving it the highest fatality rate of CDB’s BMCs. The high death rate from RTI in Belize is not only disturbing from a public health point of view, but also translates into significant social and
economic impacts due to lost productivity and increased vulnerability to poverty. A MOH study10
estimated that the cost to Belize’s economy of RTI was equivalent to $31.97 mn in 2007. In order to
tackle this problem, a cross-sectoral approach is required11
which focuses on four strategic pillars:
• improving the safety of road infrastructure;
• enhancing the behaviour of road users;
• improving post-crash care; and
• building road safety management capacity.
10 Estimation of the Economic Impact of Road Traffic Injuries in Belize, August 2010.
11 United Nations Global Plan for the Decade of Action on Road Safety 2011-2020.
- 7 -
1.23 Responsibility for road safety lies within 15 agencies, and a wide variety of other public and private stakeholders are involved or have an interest in the issue. However, to effectively manage road safety, capacity requires strengthening and a lead agency is needed to drive and coordinate the process. Simple, low-cost engineering countermeasures must be implemented, as they have been proven to reduce
RTA injuries and fatalities by, on average, 25%12
. Improved post-crash care must also be provided as obtaining definitive medical treatment within 60 minutes of a serious trauma injury provides the greatest chance of victim survival. To curb the rising RTI rate, a targeted programme of law enforcement, public awareness and education intervention must be implemented to change road user behaviour. Finally, to ensure sustainability, funding resources must be mobilised to support improved safety over the long-term.
1.24 WB’s Guidelines13
recommend that, once agreement has been reached on the project concept,
arrangements should be made to “test” the effectiveness of the approach; illustrate the efficacy of the
investments; and to generate wider stakeholder support and demand. Accordingly, a Demonstration
Corridor has been selected to illustrate the impact of improved infrastructure; foster cooperation among
stakeholders; and to integrate enforcement, post-crash care and educational initiatives.
1.25 It is estimated that at least 20% of all RTA fatalities in Belize occur on the Western Highway
between Belize City and Belmopan. A detailed assessment of Belize’s entire main road network was
undertaken in 2011, and a series of infrastructure investment options were generated and the resultant
reductions in deaths and serious injuries were estimated. It was determined that this section of the road
network yielded the highest Cost Benefit Ratio. In addition, the Corridor accounts for the highest
inter-urban traffic volumes and serves as the only direct road link between the commercial and
administrative centres. Consequently, this was the highest priority choice for infrastructure upgrading
and to demonstrate a cross-sector, results-based approach to improving road safety.
2. PROJECT DESCRIPTION
PROJECT OBJECTIVE
2.1 The objective of the Project is to reduce deaths and serious injuries associated with road traffic
accidents. This will be achieved through improving the safety of road infrastructure along a
Demonstration Corridor; changing road user behaviour through increased awareness and understanding of
the issue; traffic law enforcement support; post-crash response support; and road safety management
capacity building.
PROJECT COMPONENTS
2.2 The Project is the first phase of what is expected to be a long-term GOBZ initiative to improve
road safety in Belize. The Project focuses on five objectives:
(a) safety of road infrastructure along the Demonstration Corridor improved;
(b) road user awareness of safety improved;
(c) driver behaviour and adherence to traffic laws improved;
12 A World Free of High Risk Roads, Rob McInerney [Chief Executive Officer, International Road Assessment
Programme (iRAP)] and Blair Turner (Principal Research Scientist, ARRB Group, formally the Australian Road
Research Board), 2011. 13
WB’s Global Road Safety Facility Country Guidelines for the Conduct of Road Safety Management Capacity
Reviews and the Specification of Lead Agency Reforms, Investment Strategies and Safe System Projects, 2009.
- 8 -
(d) post-crash care improved; and
(e) capacity to manage road safety improved.
2.3 The following project components respond to these objectives (further details of which are
presented in Appendix 2.1):
(a) Road Safety Infrastructure: this component will support improving the safety of road
infrastructure along an 80 km corridor of the Western Highway, between Belize City and
Belmopan. The proposed infrastructure works are located in Belize and Cayo Districts.
The Project Location Map and a diagram of the Demonstration Corridor are presented at
Figures 1 and 2, respectively.
(b) Road User Education and Awareness: this component will support increasing road user
awareness and improving behaviours. The sub-components are:
(i) Public Education and Awareness: consultancy services will be engaged to
conduct baseline and post-project Knowledge, Attitudes and Practices (KAP)
Surveys; to develop a comprehensive targeted communication strategy; and to
deliver five comprehensive biannual public awareness campaigns
(Communications Consultant).
(ii) Curriculum Development and Teacher Training: consultancy services will be
engaged to develop road safety curriculum for Primary and Secondary Schools,
produce relevant training materials and deliver training to 100 teachers at 10
schools within the Demonstration Corridor (Curriculum Consultant). This sub-
component will be supervised by the relevant Technical Working Group
(TWG) under the CDB financed Education Sector Reform Project being
implemented by Ministry of Education, Youth and Sports (MOEYS).
(c) Road Safety Enforcement: this component will support the improvement of traffic law
enforcement on the Demonstration Corridor and in the municipalities of Belize City and
Belmopan, through the provision of two highway patrol vehicles and enforcement
equipment to DOT. Additionally, consultancy services will be engaged to deliver a
training programme in traffic law enforcement (Enforcement Training Consultant) to 35
enforcement officers in DOT, PD, and the nine municipalities.
(d) Road Accident Emergency Services: this component will support the improvement of
post-crash trauma care through the provision of two ambulances to BERT, through MOH.
(e) Capacity Building: this component will support the improvement of GOBZ’s capacity to
manage road safety. The sub-components are:
(i) Road Safety Mentoring: consultancy services will be engaged to mentor, develop
and consolidate the capacity of the various agencies to manage road safety and
assist with the establishment of NRSC. The Consultant will assist GOBZ in the
development of the Medium-term National Road Safety Strategy and the M&E
Framework (Road Safety Consultant).
(ii) Road Safety Training: consultancy services will be engaged to deliver a training course on various aspects of road safety including road safety auditing (Road
Safety Training Consultant) to 20 staff members responsible for road safety in
MFED, MWT, PD and the nine municipalities.
- 9 -
(iii) M&E: this sub-component will support the establishment of clear targets for
road safety and the development of M&E framework. Equipment will be
provided to support MWT’s collection of speed and traffic data. Support will
also be provided to assist in establishing consistent indicators and entrenching
better data collection and sharing mechanisms between agencies. Following the
completion of the road safety infrastructure, consultancy services will be engaged
to re-survey and update the safety rating along the Demonstration Corridor (Road
Safety Assessment Consultant).
(f) Project Management: project management will be provided by a project team within
GOBZ line ministries led by a Road Safety Unit (RSU), for a period of 39 months.
Engineering consultancy services will be engaged to certify road safety infrastructure
works and assist MWT with a roundabout design (Design and Certification Consultant).
2.4 A Design and Monitoring Framework summarising the characteristics of the Project is presented
in Table 2.1. Draft Terms of Reference for the consultancies are set out at Appendices 2.2, 2.3, 2.4, 2.5,
2.6, 2.7 and 2.8.
- 10 -
TABLE 2.1: DESIGN AND MONITORING FRAMEWORK
Design Summary
Performance Targets/Indicators Data Sources/Reporting
Mechanisms
Use of Information
Assumptions and Risks
Project Impact: Human, economic and financial
losses due to RTI reduced.
Direct and indirect losses associated with
RTI reduced from 1.26% to 1.0% of GDP by 2015.
1. MOH statistics.
2. Economic Cost of RTI report.
3. GOBZ, MFED, Supervisor of Insurance statistics.
1. 2. Safety investments are affective.
3. Behavioural changes materialise.
Project Outcome: Deaths and serious injuries associated with RTA reduced on the Demonstration Corridor.
1. Safety ratings of road infrastructure for
all users along the Demonstration Corridor improved from 1 or 2 stars to at
least 3 stars by September 1, 2014.
2. Killed and Seriously Injured (KSI) reduced by 20% by September 1, 2015.
1. International Road Assessment
Programme (iRAP) report. 2. MOH’s HMIS reports.
3. PD accident database reports.
To demonstrate project
effectiveness and viability for replication.
Assumptions: 1. Traffic levels increase as projected.
2. Public support remains strong.
Project Outputs: 1. Safety of road infrastructure
along the Demonstration
Corridor improved.
2. Demonstration Corridor road- user awareness of road
safety improved.
3. Driver behaviour and
adherence to traffic laws along the Demonstration
Corridor improved.
4. Post-crash care on the
Demonstration Corridor
improved.
1. Safety of road infrastructure improved
along 80 km of road by September 1, 2014.
2. KAP baseline surveys completed by
January 1, 2013.
3. Communication Strategy developed by March 1, 2013.
4. Five bi-annual road safety campaigns delivered by September 1, 2015.
5. Curriculum developed, training materials delivered and 100 teachers trained by January 1, 2014.
6. Curriculum delivered to 2,000 pupils by
January 1, 2016.
7. Post-project KAP delivered by September 2015.
8. Enforcement strategy developed by October 1, 2012.
9. Patrol vehicles and equipment delivered by April 1, 2013.
10. Enforcement training delivered by April 1, 2013.
11. Ambulances delivered by October 1,
2013.
1. Project Manager’s (PM) Reports.
2. Consultants’ Reports.
3. MWT design drawings. 4. CDB Supervision Reports.
5. Design and Certification Consultant’s Reports.
6. Consultants’ Project Completion
Reports (PCRs).
To track the progress of
project components.
1. Inter-agency cooperation is effective.
2. Inter-agency coordination is effective.
3. MOEYS approves and adopts
Curriculum.
4. Road safety campaign and school curriculum raises awareness.
5. MWT, Municipalities and Police establish and implement effective enforcement programmes.
6. DOT assigns enforcement officers to
patrol the highway. 7. BERT provide effective emergency
medical service response to RTA.
8. GOBZ agreement on NRSC composition.
Risks: 1. Inadequate maintenance; 2. Lack of legislative reform.
- 11 -
TABLE 2.1: DESIGN AND MONITORING FRAMEWORK (Cont’d)
Design Summary
Performance Targets/Indicators Data Sources/Reporting
Mechanisms
Use of Information
Assumptions and Risks
5. GOBZ capacity to manage
road safety improved.
12. Project management vehicle and
equipment delivered by October 1, 2012.
13. Road safety training delivered by April 1, 2013.
14. Monitoring equipment delivered by
April 1, 2013. 15. M&E framework and performance
indicators established by December 1, 2012.
16. Road Safety Targets and Vision developed by July 2013.
17. Annual Action plans developed by October 1, 2013, 2014, 2015.
18. Results-based National Road Safety Strategy developed by October 1, 2015.
19. NRSC formalised by July 1, 2013. 20. Road Safety Assessment completed by
September 1, 2015.
Total Inputs (USD mn)
CDB: OCR – USD5.362 mn
SFR – USD1.886 mn
GOBZ: USD1.596 mn
1. Consultant’s Reports.
2. PM’s reports. 3. CDB site supervision visits.
4. Quarterly Reports on Investment Costs.
5. CDB disbursement records.
1. GOBZ counterpart contribution
available. 2. No major adverse weather conditions
to impact infrastructure.
- 12 -
TABLE 2.1: DESIGN AND MONITORING FRAMEWORK (Cont’d)
Project Outcome Indicators
Baseline
2011
Year 1
Year 2
Year 3
Year 4
Report and
Frequency
Responsibility for
Data Collection
1. Safety of road infrastructure for all users along the Demonstration Corridor improved to at least 3 stars.
2. KSI reduced by 20% by September 1, 2015.
1 and 2 star
100
100
95
3 Star
90
80
Annual
Annual
MWT
PM/MWT/PD/MOH Project Output Indicators Targets achieved for:
0
40
40
1.5
Monthly
Progress Reports
Project Engineer
(PE)
1. Infrastructure improved Demonstration Corridor (km).
2. KAP baseline survey completed.
1 Monthly
Progress Reports
PM
3. Communication Strategy developed.
0
1 Communication Strategy
PM
4. Five bi-annual road safety campaigns delivered.
0
1.5
2 Monthly Progress Reports
PM
5. Curriculum developed, training materials delivered teachers trained.
and
0
100 Monthly
Progress Reports
PM/MOEYS
6. Curriculum delivered to pupils.
0
0
1,000
1,000 Monthly Progress Reports
PM/MOEYS
7. KAP post-project survey completed. 0 0 0 1 PCR PM
8. Enforcement strategy developed.
1 Enforcement Strategy
PM/DOT
9. Two patrol vehicles and equipment delivered.
0
2 Monthly
Progress Reports
PM/DOT
10. Enforcement training delivered to enforcement officers.
0
35 Monthly
Progress Reports
PM/DOT
11. Ambulances delivered.
0
2 Monthly
Progress Reports
PM/MOH/BERT
12. Project management vehicle and equipment delivered. 1
- 13 -
TABLE 2.1: DESIGN AND MONITORING FRAMEWORK (Cont’d)
Project Outcome Indicators
Baseline
2011
Year 1
Year 2
Year 3
Year 4
Report and
Frequency
Responsibility for
Data Collection
13.
Road Safety Training delivered.
0
20
1
1
Monthly Progress Reports
PM
14.
Monitoring equipment delivered.
1 Monthly
Progress Reports
PM
15. M&E framework established. 1 M&E framework PM
16.
Road Safety Vision adopted.
0
1
Road Safety
Vision
PM/Operational
Steering Committee
(OSC)
17. Annual Action Plans adopted. 0 1 Annually PM 18. National Road Safety Strategy adopted. 0 0 0 1 NRSC PM/OSC 19. NRSC formalised. 0 1 Cabinet Decision PM/OSC
20.
Road Safety Assessment completed.
0
0
0
1 Road Safety Assessment
PM/DOW
- 14 -
LESSONS LEARNT AND INCORPORATED INTO DESIGN
2.5 Lessons drawn from the experience of CDB, related to road infrastructure and education, which
are applicable to this Project and which have informed the Project design, include:
(a) appropriate designs, informed by adequate studies and investigations, are required to
achieve the expected design lives of infrastructure and minimise life-cycle costs. For
each 100 m section of road, countermeasure options proposed under the Project have
been tested for their potential to reduce death and injuries. They have also been assessed
against affordability and economic effectiveness criteria;
(b) an experienced project management team with personnel dedicated to the implementation
of the Project is critical in order to minimise cost and time overruns. The Project will
provide for PM and PE to support implementation and will be assisted by an experienced
Road Safety professional;
(c) good estimates of quantities and conservative cost estimates by engineering consultants
minimise the risk of incurring significant cost overruns. The countermeasure cost
estimates developed for the Project, are based on standard designs and recent tender rates
for similar works undertaken in Belize. Some additional geometric and hydraulic design
work will be required to finalise a roundabout design and adequate contingencies have
been considered for this particular feature; and
(d) fostering ownership is critical to successful implementation of new educational
programmes. Ensuring that stakeholders understand their roles and have opportunities
for input in the development of programmes and resources, and are able to provide
feedback on outputs contribute significantly to the success of activities. MOEYS,
through the relevant TWG and the teacher training institutions, will have a role in
working closely with the Curriculum Consultant and in supervising the development of
educational programmes and materials, and the training of teachers.
2.6 The Project supports specific interventions in four of the five Decade of Action pillars. The Project will implement interventions to improve the safety of infrastructure along the Demonstration Corridor; support traffic law enforcement; and improve post-crash response. These will be supported by a targeted approach to improve road user awareness and behaviours. The project design
also incorporates the recommendations of the World Report on RTI Prevention14
, which include:
(a) Identify a lead agency in government to guide the national road traffic safety effort:
GOBZ has identified a lead line ministry (MFED) through which the Project will be
implemented. OSC will also be provided to ensure coordination with the various project
participants and will be the main decision-making authority with respect to the Project.
The Project will also support the formalisation of a multi-stakeholder NRSC to provide
guidance, oversight, and accountability. Stakeholder support for the Project is very high
and road safety is a declared political priority for GOBZ.
(b) Assess the problem, policies and institutional settings relating to RTI and the capacity for
RTI prevention in each country. The design of the Project has been informed by a
Road Safety Management Capacity Review completed in accordance with WB’s Country
Guidelines.
14 WHO, 2004.
- 15 -
(c) Prepare a national road safety strategy and plan of action. The Project will develop a
cost-effective, long-term, performance-based national road safety strategy. Project
reviews will be held each year with all key stakeholders to develop Annual Action Plans
and to provide an opportunity to refocus efforts towards obtaining results.
(d) Allocate adequate financial and human resources to address the problem. GOBZ’s
public investment programmes compete for scarce resources. The Demonstration
Corridor has been designed to provide for results that will illustrate the effectiveness
of the investment before replicating it throughout Belize. Project results are also
expected to mobilise more sustainable long-term funding resources from non-government
stakeholders, in addition GOBZ’s new road maintenance strategy is expected to
include provision for a road maintenance fund.
(e) Implement specific actions to prevent road traffic crashes, minimise injuries and their
consequences and evaluate the impact of these actions. In addition to the specific
investments, M&E features have been incorporated into Project design.
(f) Support the development of national capacity. The Project provides for a significant
element of capacity building. The use of consultancies to support capacity has been
minimised in favour of a more learn-by-doing approach with case study and field
exercises. The project management will be supported by road safety expertise to mentor
and consolidate road safety management capacity in all participating agencies.
3. FINANCING STRUCTURE AND COSTS
FINANCING
3.1 The project cost is estimated at $17.7 mn (USD8.844 mn) which will be financed with resources
from CDB and GOBZ. The detailed cost estimates for the works were developed by independent
consultants procured by GOBZ. These estimates are based on unit rates derived from recent road works
contracts in Belize. Estimates for consultancy services associated with capacity building and training are
based on current rates for professional fees. Estimates for Education and Awareness campaign are based
on current unit production and airing rates for various media in Belize. CDB staff is satisfied that
adequate contingencies have been provided to ensure the completion of the proposed components.
A summary of the project cost is presented in Table 3.1. Further details are given the in Cost, Phasing
and Financing Plan, which is presented at Appendix 3.1.
3.2 The proposed loan to GOBZ will be for an amount not exceeding the equivalent of
USD7.248 mn, comprising USD5.362 mn from CDB’s OCR (the OCR portion), and USD1.886 mn from
CDB’s SFR. The OCR portion will be repayable over a period of 16 years inclusive of a grace period of four years, at variable interest rate current prevailing at 3.84%. The SFR portion will also be repayable
over a period of 16 years inclusive of a grace period of four years, at a fixed interest rate of 2.5%.
- 16 -
TABLE 3.1: SUMMARY OF PROJECT COSTS AND FINANCING
($’000)
Item
CDB
GOBZ Total OCR SFR Total 1. Road Safety Infrastructure 8,200 - 8,200 - 8,200 2. Road User Education & Awareness - 1,050 1,050 500 1,550 3. Road Safety Enforcement 280 150 430 - 430 4. Road Accident Emergency Services - 450 450 - 450
5. Capacity Building - 620 620 - 620
6. Project Management 840 840 2,245 3,085 Total Base Costs 8,480 3,110 11,590 2,745 14,335
7. Physical and Price Contingencies 1,703 489 2,192 446 2,637
Total Project Costs 10,183 3,599 13,782 3,191 16,972
8. Finance Charges 540 173 713 - 714
Total Finance Costs 10,723 3,772 14,495 3,191 17,686
USD Equivalent 5,362 1,886 7,248 1,596 8,844
Percentage 61% 21% 82% 18% 100%
4. PROJECT VIABILTY
TECHNICAL ANALYSIS
4.1 In recent years the predominant international approach to improving road safety has become known as the “Safe System Approach” (as illustrated in the figure
15 at right), which means reducing trauma impacts
through multiple measures involving the road user; the road system (including speed considerations); and the vehicle. The basic reasoning is that, even if not all collisions can be avoided, all severe injuries can, in principle, be avoided. Countermeasures must be implemented to reduce the likelihood of crashes and trauma impacts when they do occur. The system also encourages a better understanding of the interaction between the key elements of the road system. Project design supports the Decade of Action pillars that will assist in Belize moving towards having five-star road
15 Source: New Zealand Ministry of Transport.
This information is withheld in accordance with one or more of the exceptions
to disclosure under the Bank’s Information Disclosure Policy.
- 17 -
users (skilled, competent, wearing seat belts, sober and not distracted), driving in five-star vehicles, travelling on five-star roads at appropriate speeds, that match the road and its use.
4.2 Along the Demonstration Corridor, at 100 m intervals, 50 road attributes were assessed against
more than 70 engineering countermeasures to evaluate their ability to reduce RTA. An investment plan
was then derived through an economic analysis where the cost of implementing the countermeasures was
compared to benefits associated RTI prevented. The analysis revealed that the proposed countermeasures
are the most technically and economically feasible option for improving road safety on the Corridor.
4.3 The road safety infrastructure proposed presents no major technical issues. The works will
include shoulder widening, installation of safety barriers, delineation, provision of pedestrian crossings
and walkways, resealing, and construction of a roundabout. These low cost road safety countermeasures
are based on MWT’s standard designs which are informed by the standards of the American Association
of State Highway and Transportation Officials (AASHTO) and the New Zealand Transport Agency.
CDB considers that these are appropriate for application to the Project. MWT will require some additional
geometric and hydraulic design support to finalise their roundabout design at the junction of the
Western and Hummingbird Highways. The forecast volume of vehicular traffic used in the design, was
based on traffic surveys conducted in 2011. A lifecycle of 20 years was used. Certain sections of the
Demonstration Corridor are in good structural condition, but have poor skid resistance and corresponding
high accident rates, due to the limestone material employed in the surfacing. These sections will be
resurfaced utilising materials that will meet AASHTO’s skid resistance standards. Also, MWT’s
experience with the durability and luminosity of painted delineation markings on the Corridor has been
poor. Hence delineation markings will include the utilisation of high luminosity thermoplastic tape in
accordance with AASTHO standards, the lifecycle cost for which are lower than the materials currently
being used. A significant issue along the Corridor is the loss of shouldering material due to the movements
of transport buses. To reduce routine maintenance costs, rather than re-gravelling, sealed lay- bys will be
provided at known problem areas. Following project completion, the safety rating on all sections of the
Corridor is expected to be upgraded from its current 1 or 2 star rating (Appendix 4.1) to at least 3-stars for
all road users.
PROJECT IMPACTS
Macroeconomic Impact
4.4 The Project is likely to have a net positive macroeconomic impact on Belize. Over the short to
medium-term, employment will be provided through road safety improvement activity and the spill-over
effects. More importantly, the Project is expected to reduce the significant negative economic impact
that RTI have had on Belize. A study of the economic impact of RTI in Belize estimated that, during 2007,
the economic cost of RTI amounted to $31.97 mn (1.26% of GDP). The great majority of the cost was
for fatal injuries, specifically on indirect cost attributed to premature death. Direct cost was estimated at
$491,549, of which 2.1% was spent on fatalities, 61.6% on the severely injured and 36.3% on slightly
injured. The Project is also expected to have a positive impact on poverty, as fewer families will have to
suffer economic lost from RTI. While the fiscal positions of the country will be adversely impacted
through higher debt service payments, this impact is likely to be counterbalanced in the long run by the
efficiency gains in the economy.
Economic Impact
4.5 The objective of the Project is to reduce road traffic deaths and serious injuries in Belize, by
applying an integrated, cross-sectoral set of interventions to a high risk Demonstration Corridor. RTA
fatalities on this Corridor have averaged 14 p.a., over the last 10 years, and account for 20% of all
fatalities nationwide. Although the chart below suggests a general declining trend in fatality rates, the
- 18 -
Dea
th R
ate
per
100,0
00 in
ha
bita
nts
overall cost of RTA to the economy of Belize remains significant, accounting for 1.26% of GDP in 2007,
and 4.03% of the total government budget for the same year.
BELIZE RTA FATALITY RATE TRENDS
*Estimated
Year
Table 4.1 highlights the results of a MOH study aimed at quantifying the economic impact of RTI in
Belize, and provides compelling evidence for a systematic and national response to the problem.
TABLE 4.1: ECONOMIC IMPACT OF RTI IN BELIZE IN 2007
($)
Severity Direct Cost Indirect Cost Total Fatal 10,267 30,348,870 30,359,137 Non-Fatal severe injury 302,847 1,105,930 1,408,777 Non-Fatal minor injury 178,435 19,696 198,131 Total 491,549 31,474,496 31,966,045 Source: Estimation of Economic Impact of Road Traffic Injuries in Belize, August 2010.
4.6 The proposed investment is expected to reduce road user costs and costs to society, by reducing
the number and severity of accidents, injuries and fatalities that result from road crashes. Project
beneficiaries include road users, roadside communities and businesses in the Demonstration Corridor and, to a lesser extent, those outside the corridor who will subsequently benefit from improved management of
the sector. The main direct economic benefits of the Project come from the expected reductions in social
cost, resulting from reduced numbers and severity of fatalities and injuries caused by RTA. These
benefits include:
(a) reduction in the incidence and severity of road accident injury and death, and the
associated cost to individuals and the economy of Belize;
(b) cost savings from greater effectiveness of road safety interventions, as a result of
enhanced institutional capacity to monitor, evaluate and manage road safety at both the
national and municipal levels;
(c) reduction in the public resources absorbed by road accidents, including temporary or
permanent loss and diversion of human resources, consumption of medical resources and
damage or destruction to property; and
(d) improved efficiency of road transport due to reduced economic inefficiencies resulting
from RTA.
- 19 -
4.7 The main criteria applied for the quantification of the Project’s economic benefits have been the
number of lives saved, prevented disabilities and public health system savings due to lower illness levels
associated with trauma caused by RTA, as a consequence of actions implemented on the Demonstration
Corridor, and a vigorous public awareness and education campaign. A model has been developed for
road safety on the Demonstration Corridor that takes into account the current and predicted accident rates,
current and predicted traffic volumes, speeds, road design elements, and estimates of the effect of project
interventions. RTA fatalities and injuries are modelled for the Demonstration Corridor, with and without
the Project. The economic evaluation compares the incremental costs and benefits of these two
alternatives.
4.8 The results of the incremental analysis are shown in Appendix 4.2. It indicates that 470 fatalities
and serious injuries could be avoided over the 20-year analysis period, for the level of investment
proposed. This is equivalent to a reduction of 20% in the number of injuries and fatalities over the
20-year period.
4.9 The economic benefit from the fatalities and injuries avoided is calculated using the methodology developed by McMahon and Dahdah in 2008, and is applied by iRAP, globally. The approach estimates the economic value of a statistical life at 70 times GDP per capita at current prices and the economic value of a serious injury at 25% of the value of a fatality. The ratio of serious injuries to fatalities is
estimated to be 10:116
. Details of the methodology used to predict injury and fatalities, and associated economic cost, for various categories of road users are provided in Appendix 4.3.
4.10 Based on the assumptions in Appendix 4.2, the estimated Net Present Value (NPV) of the Project,
using very conservative accident cost values17
, is $13.2 mn and the Economic Rate of Return (ERR) is 28.8%. ERR is well above CDB’s cut-off rate of 12.0%, which highlights the significant economic benefits that can be had from road safety investments. Such high rates of return are typical for road safety projects in which small investments can significantly reduce loss of life, for which the economic value is substantial. Details of the calculations of the ERR are shown are shown in Appendix 4.4.
4.11 The economic analysis focused on the quantifiable costs and benefits related to the safety infrastructure improvements on the Demonstration Corridor, as these can be estimated with greater
reliability and robustness. However, the institutional strengthening and capacity building components are
also expected to have a significant impact on road safety throughout the country. Tangible benefits are
also expected in terms of reductions in RTI and fatalities due to changes in behaviour of road users, as a
result of the proposed road education, awareness and communication activities contemplated by the
Project. In addition, the strengthening of Belize’s road safety management capacity will contribute to
saving lives and improving the overall safety of Belize’s road net work. There will be some time savings to
road users from more timely availability of medical services, which will alleviate blockage and traffic
build-up on the road. However, these benefits have not been included in the analysis.
16
The True Cost of Road Crashes: Valuing Life and the Cost of Serious Injury was written by Kate MacMahon
(previously head of the Road Safety Strategy Division in the Great Britain Department for Transport) and Said
Dahdah (Road Safety Engineer at WB’s Global Road Safety Facility). 17
A study entitled Health, Wealth and Welfare by David E Bloom, David Canning and Dean T Jamison, Finance
and Development, March 2004, suggest that a reasonable range for a country’s value of a statistical life is 100 to 200 times GDP per capita. The Project assumes a value of 70 times GDP per capita which underscores the conservative nature of the estimates made in Appendix 4.3.
- 20 -
Sensitivity Analysis 4.12 The critical item driving the NPV and ERR are the estimated savings in fatalities and injuries.
Accordingly, a sensitivity analysis was carried out to analyse the effect on the NPV and ERR, if the
estimated reduction in the number of KSI did not materialise. Two scenarios have been investigated: a
10% and a 20% reduction in the number of KSI prevented. The results are shown in the table below:
TABLE 4.2: SENSITIVITY ANALYSIS
Sensitivity Variables
NPV
($ mn) ERR (%)
Base Case 13.2 28.8 1. 10% reduction KSI prevented 10.4 26.7 2. 20% reduction in KSI prevented 7.9 23.5
4.13 The sensitivity analysis demonstrates that even with a lower effectiveness rate in the proposed
measures, the Project still provides an acceptable overall economic return.
ENVIRONMENTAL, SOCIAL AND GENDER ANALYSIS, RISKS AND SAFEGUARDS
Environmental Assessment 4.14 These are small-scale works that will for the most part take place in within the existing right-of-
way, except for the proposed construction of the roundabout. Potential negative impacts are negligible,
easily identifiable, spatially restricted, likely to be short-term and can be easily prevented or controlled
with simple mitigation techniques known to the construction industry. Impacts expected will consist
mainly of noise; vibration; dust; traffic management; and improper handling, storage and disposal of
construction waste materials. DPW has ample experience with respect to the environmental performance
requirements for the design and implementation of road works, including the handling of likely
environmental considerations that could arise with respect to the design and construction of the
roundabout.
4.15 The contract documents will require that the Contractor submit an Environmental Management
Plan (EMP) to DPW’s PE for approval, prior to commencement of the road works component. The
environmental requirements of the construction specifications should be costed and specifically cover
items such as: work staff health and safety; use of personal protective equipment; signage; traffic
management and controls; and communication of works-schedule to the public; management and disposal
of construction materials and waste; and the assigned internal contractual responsibilities for
environmental monitoring and reporting. GOBZ is required to provide necessary approved licenses and
permits for borrow material, as well as any other required environmental clearances. The Design and
Certification consultants will monitor the Contractor’s compliance with the approved EMP and report on
environmental performance as part of their routine project management reporting to CDB.
Social Assessment
4.16 The Project is classified as category “B” under the Bank’s Environmental and Social Review
Procedures. Significant social risks are not anticipated and tremendous positive social impacts are
expected for beneficiaries (all categories of road users along the Western Highway). The anticipated
positive impacts to be derived from this Project will lead to improved driving and safe road use practices
through behavioural change; development of a road safety culture in Belize; reduction in the number of
road deaths and seriously injured through RTA; significant reduction in the direct and indirect human and
social costs associated with road accidents; and reduction in inordinate traumatic and emotional burden
- 21 -
placed on families due to family members’ loss of life and/or their recovery (short or long-term) from
RTI. The cumulative benefits of the Project are expected to contribute to the development of Belize’s
social and human capital and poverty reduction.
4.17 Statistics from the National Health Information Surveillance Unit of MOH indicated that in 2005,
death as a result of RTI were identified as the fourth leading cause of death in general, regardless of age
and sex18
. RTA rank as the fourth leading cause of death in Belize and are identified as a significant contributor to the overall mortality and morbidity levels in the country. Through educational programmes
targeted at primary and secondary school children, to be delivered in a manner that complements current institutional efforts of DOT, PD and the traffic department in the municipalities of Belize City and
Belmopan, the Project will target risk factors for road users (such as speeding, seat belt wearing, and
drink-driving) and vehicles, as part of an integrated Safe System Approach to achieve project objectives and deliver positive social impacts. It will employ a differentiated, methodological approach to
disseminating information to reach different target audiences through promotions and educational campaigns in order to inculcate a culture and practice of safety. In that regard, various culturally-relevant
educational materials will be developed in English, Spanish and local dialects to reach the school population along the Corridor. Language-appropriate materials will also be developed to target a diverse
adult demographic, including ethnic communities (through Community Education Programmes) living in the project area. Furthermore, the Project will utilise an incremental instructional approach since long-
term behavioural change must be based on infusion, which is focused on maximisation of repetition which is highly likely to lead to automaticity. In addition, given that the enhanced educational
programmes must provide adequate opportunity for practical application of the principles introduced, authentic, real life situations, under adult supervision, must be incorporated and teachers must be
adequately trained to inculcate the appropriate road safety principles and their seamless practicability in the youth.
4.18 The education component will have significant potential for long-term social impact since:
(a) children assimilate and transfer knowledge and skills learnt, therefore there is not only
the likelihood that their long-term behaviour will be influenced, but also that they will
influence the behaviours of the adults around them;
(b) the teacher training modules and materials which will be developed can be used and
replicated across the entire system and therefore there are likely to be systemic benefits;
and
(c) culturally-relevant materials will address issues specific to Belize.
4.19 Special attention will be placed on targeting male drivers, including youth, given their over-
representation in the fatality and seriously injured statistics. Moreover, since RTI continue to affect the
young population in its most productive years, the Project is designed to assist in protecting Belize’s
social and human capital base by minimising human costs that have negatively impacted the country over
time. In addition, given that the death of the male or female household head/bread-winner can increase
that family’s vulnerability and in some cases be the trigger that plunges them into poverty, targeted
interventions at this level are intended to reduce negative social impacts on households, including the
burden of care for either head (male/female) resulting from RTA.
18 Road Safety is No Accident: National Five Year Strategic Plan to Reduce Road Traffic Accidents/Injuries in
Belize 2007-2012. Technical support for the Plan was provided by Pan American Health Organisation (PAHO)
(2007).
- 22 -
4.20 No major social risks are expected. However, one anticipated risk relates to the possibility of the
slow pace of behavioural change as a result of long existing practices, attitudes and knowledge (or
lack of) of road safety leading to delayed project benefits to the target population. This risk to road
safety will be addressed by implementing programmes that integrate elements of enforcement,
reinforcement and education of the public along the Corridor and the identification and mobilising of
private sector resources to sustain a long term educational programme.
RELEVANT POLICY, LEGAL AND REGULATORY ISSUES
4.21 The Project will operate within the existing policy framework, which currently provides adequate
legislation and regulations to support traffic-law enforcement efforts on the Demonstration Corridor.
Shortcomings pertaining to the levels of fines imposed will require further review and analysis, which has
been provided for in the Project. Relevant reform requirements identified by that review will be
incorporated into the design of a second phase project.
5. THE BORROWER
5.1 GOBZ may, pursuant to Section 3(1) of the Loans (Caribbean Development Bank) Act,
Chapter 59 of the laws of Belize [the Loans (CDB) Act], in such manner and on such terms as may be
agreed between GOBZ and CDB, borrow from time to time such sums as may be required by GOBZ.
Any agreement between GOBZ and CDB in respect of sums borrowed under this power must be made in
the name of the Minister responsible for Finance (the Finance Minister) for and on behalf of GOBZ and
may be signed by the Finance Minister for or on behalf of GOBZ. No such agreement shall be executed
unless the conditions thereof have been first approved by resolution of the House of Representatives to
that effect.
5.2 CDB has so far approved loans totalling USD217.79 mn to GOBZ and Statutory Authorities
established in Belize. Of this amount, USD168.03 mn has been disbursed and USD115.95 mn was
outstanding at April 25, 2012. The loans by CDB to the Statutory Authorities have been made under the
guarantee of GOBZ pursuant to Section 8(1) of the Loans (CDB) Act. CDB has also approved a loan of
USD4.896 mn to the University of the West Indies of which an amount of USD301,874 has been
guaranteed by GOBZ.
5.3 All amounts required for the payment of any sums borrowed by GOBZ from CDB and all interest
and other charges on any such sums are charged on and payable out of the Consolidated Revenue Fund
(CRF) and assets of GOBZ. Where any sum becomes payable by GOBZ under a guarantee given by
GOBZ, that sum is charged to CRF and the Finance Minister must direct payment to be issued out of that
Fund accordingly. GOBZ is current with its loan payments to CDB.
IMPLEMENTING AGENCY
5.4 The Road Safety Management Capacity Review financed by CDB as part of the Fourth Road
Project (Santa Elena/San Ignacio Bypass) (Paper BD 98/10) examined the institutional capacity of the
various government agencies involved in road safety. The conclusion of that Study was that the lead
agency for road safety should be MFED. MFED manages several donor projects and programmes and is
the central coordinating body for all external donor development assistance to Belize. MFED has several
key champions driving the project forward and has the necessary authority and broad perspective to
coordinate cross-sector initiatives such as this.
- 23 -
PROJECT MANAGEMENT AND ENGINEERING SERVICES
5.5 The proposed management structure is presented in Appendix 5.1. Prior to the disbursement of
the Loan, GOBZ will be required to take measures necessary to facilitate the management of the Project.
These measures include the following:
(a) assigning the administration and management of the Project to RSU within MFED, which
will be responsible for leading the initiative and managing project tasks assigned to line
ministries;
(b) designating task leaders from MWT - DPW and DOT, and MOH, who will be
responsible for coordinating, managing and reporting to RSU on the Road Safety
Infrastructure, Road Safety Enforcement, and Road Accident Emergency Services
components, respectively;
(c) establishing OSC which shall be chaired by the Chief Executive Officer, MFED, and will
be a decision-making forum to direct project activities, monitor the progress of project
components and resolve implementation obstacles;
(d) engaging PM;
(e) establishing RSU; and
(f) providing suitable accommodation for RSU, and providing RSU with adequate
accounting and clerical support.
The TOR for PM, PE, Task Leader (TL) and OSC are set out at Appendix 5.2.
5.6 In addition to the above, GOBZ will be required:
(a) prior to the disbursement of the Road Safety Infrastructure Works component:
(i) to engage consultants to provide the engineering services specified in
Appendix 2.8. The cost of these services will be financed by the Loan; and
(ii) to engage a PE who will report to TL, Road Safety Infrastructure, and manage all
aspects of the implementation of that component.
(b) prior to disbursement of the Road User Education and Awareness component, to engage
consultants to provide the services specified in Appendix 2.2. The cost of these services
will be financed by the Loan; and
(c) prior to disbursement of the Road Accident Emergency Component, to submit to CDB a
Memorandum of Understanding (MOU) between GOBZ and BERT with respect to the
use by BERT, of the emergency equipment procured under the Project.
GOBZ will also be required to establish the NRSC which will function as a high-level, multi-
stakeholder guidance and advisory body on road safety. A draft of the proposed NRSC composition has
been developed, but there is a need to incorporate wider representation and to better define its role. Also, further planning is required for transitioning RSU from MFED to DOT, by the end of the Project to
ensure capacity built therein is retained.
- 24 -
IMPLEMENTATION SCHEDULE
5.7 The Project will be implemented over a 39-month period, commencing September 2012 and
ending December 2015. The proposed Project Implementation Schedule is presented in Appendix 5.3.
PARTICIPATION OF BENEFICIARIES AND STAKEHOLDERS
5.8 The preparation and appraisal of this Project involved consultation with a wide range of
stakeholders. Meetings were held with different categories of various Government officials, including
inter alia, MFED, Education, Health, Works and Transport, Bureau of Women’s Affairs, PD,
representatives of BERT, PAHO, and local insurance industry representatives. In addition, key
stakeholders participated in a workshop that was coordinated by GOBZ and CDB, and conducted on
January 31, 2012, to deliberate on project design. This workshop, in addition to other in-country meetings
with key stakeholders that were conducted during project preparation and appraisal, provided
opportunities for their insights, opinions and concerns to be expressed and considered in the design of the
Project. This principle of stakeholder participation, while already central to the approach, will be
reinforced and strengthened during the implementation and post-implementation stages of the Project.
Project stakeholders will be invited to participate in a Project Launch, formative evaluation of the Project,
and establishment of action plans through the Annual Review of project activities along the Corridor.
During implementation, efforts will be made to include community participation in the placement of
footpaths and pedestrian crossings, and in traffic law enforcement. The Communication Strategy and its
Biannual Awareness Campaigns are expected include events and activities in the communities and schools
along the Corridor, and incorporate feedback mechanisms to inform campaign designs. Multi-modal
strategies will be used to communicate interim project results nationally and a mechanism will be
established to encourage timely feedback.
PROCUREMENT
5.9 Procurement of consultancy services shall be in accordance with CDB's Procedures for the
Selection and Engagement of Consultants by Recipients of CDB Financing. Contracts for capital works
and equipment to be financed by the CDB Loan, will be procured in accordance with CDB’s Guidelines
for Procurement. A waiver of CDB’s Guidelines for Procurement is requested to permit procurement of
new vehicles (a project management vehicle, two patrol vehicles and two ambulances), with no restriction
on country eligibility. The waiver will facilitate full participation of local suppliers and vehicle
dealerships and improve access to spare parts and maintenance services. The total value of the waiver is
estimated at USD385,000. The Procurement Plan is provided at Appendix 5.4.
DISBURSEMENT
5.10 Disbursement of the CDB loan will be made in accordance with CDB’s Guidelines for the
Withdrawal of Loan Proceeds. It is expected that the first disbursement from the Loan will be made by
September 2012. The Loan is expected to be fully disbursed by December 2015. The Disbursement Schedule is provided at Appendix 5.5.
MONITORING AND REPORTING
5.11 PM and TLs will be responsible for providing relevant reporting and establish mechanisms for
monitoring indicator data collection for their respective components. It will be a condition of the Loan
that PM shall furnish, or cause to be furnished, to CDB the reports listed in Appendix 5.6 to this Report,
in such form or forms as CDB may require, not later than the times specified therein for so doing.
- 25 -
MAINTENANCE
5.12 It will be a condition of the Loan that GOBZ adequately maintain the infrastructure, vehicles and
equipment financed under the Project. As a further condition of the Loan, GOBZ will undertake a
condition assessment of the project infrastructure upon the receipt of such a request from CDB. Further,
GOBZ will submit to CDB its annual road maintenance budget.
PERFORMANCE EVALUATION RATING
TABLE 5.1: PROJECT PERFORMANCE EVALUATION
Criteria Score Justification Strategic Relevance 7.0 The need for improving road safety was identified in GOBZ’s Medium
Term Development Strategy and in Horizon 2030 – Long Term
National Development Framework for Belize and is accorded a high
priority by GOBZ and wide group of cross-sector stakeholders. Poverty Relevance 7.0 The Project is expected to make a significant contribution to poverty
reduction. Recent statistics report that wage earners accounted for 65%
of RTI deaths in Belize. A total of 2,501 Years of Potential Life were lost in Belize during 2007, due to RTI, which translated into a social loss of $28,812.67 attributed to indirect cost due to productivity loss.
By improving road safety knowledge, attitudes and practices, the
Project will contribute to increasing Belize’s human capital base and
reducing poverty. Efficacy 5.0 As the Project is a pilot, some shortcomings are expected as new
approaches are tested on the Demonstration Corridor. The Project will
have annual reviews and stakeholder consultations, which will afford
the opportunity to adjust project design, as necessary, to improve the
likelihood of achieving the anticipated results.
Cost Efficiency 8.5 The estimated NPV for the Project is $13.2 mn and ERR is 28.8%. Such high returns are typical for road safety investments.
Institutional
Development
Impact
6.0 The Project is expected to make a significant contribution towards
improving the enforcement of traffic laws and the effectiveness of post-
crash response on the Demonstration Corridor. GOBZ’s ability to
manage road safety is expected to be significantly improved. Sustainability 6.0 There is strong political and cross-sector stakeholder support for the
Project. Private sector stakeholders have indicated that they would
likely contribute financially towards public awareness efforts, which is
expected to contribute significantly to financial resilience. The
Demonstration Corridor, on a high volume highway with a high
accident rate, is expected to generate stakeholder demand for the
Project’s wider replication on the national road network. Composite Score 6.25 Highly Satisfactory
SUSTAINABILITY
5.13 The principal risk during implementation is the lack of counterpart funding resources. The
majority of GOBZ’s contributions are in-kind. The main cash contribution is associated with supporting
the public awareness campaigns. It is anticipated that GOBZ will be able to mobilise private sector
resources to aid in supporting this project component.
- 26 -
5.14 The risks during implementation and operation include:
(a) Ineffective enforcement: TA will be provided to support improved enforcement
strategies. Public awareness and the sharing of Demonstration Corridor results, will build
public support.
(b) Poor inter-agency coordination: The Project has a high level of political and stakeholder
support. Project management team participants recognise that potential benefits for the
country are significant and are committed to achieving the project objectives. OSC will
be established to assist with coordination and to clarify accountability which will be
formalised with inter-agency MOU.
(c) Lack of public support: Changing attitudes and road user behaviour will require long-
term commitment. It is expected that private sector financial and in-kind stakeholder resources will be mobilised in support of continued public awareness and education.
(d) Inadequate maintenance of infrastructure, vehicles and equipment: The relatively low
monetary level and high profile of the investment in the Demonstration Corridor
activities is expected to illustrate its effectiveness to all stakeholders and generate
demand for wider replication on the national road network. Project activities will include
the planning and the identification of financing resources for a second phase.
(e) Lack of legislative reform: The Project will work within the existing policy, legislative
and regulatory framework and identify a second phase potential shortcomings and a
reform action plan.
6. TERMS AND CONDITIONS
6.1 It is recommended that CDB lend to GOBZ an amount not exceeding the equivalent of
seven million two hundred and forty-eight thousand United States dollars (USD7,248,000) (the Loan)
consisting of an amount from CDB's SFR not exceeding the equivalent of one million eight hundred and
eighty-six thousand United States dollars (USD1,886,000) (the SFR Portion), and an amount from CDB's
OCR not exceeding the equivalent of five million three hundred and sixty-two thousand United States
dollars (USD5,362,000) (the OCR Portion) to assist GOBZ in financing the establishment of a project
to increase the level of road safety in Belize through the establishment of a Demonstration Corridor
along the Western Highway of Belize, training and other activities, on CDB's standard terms and
conditions and on the following terms and conditions:
(1) Repayment:
SFR Portion: In forty-eight (48) equal or approximately equal and consecutive quarterly
instalments commencing four (4) years after the date of the Loan Agreement.
OCR Portion: In forty-eight (48) equal or approximately equal and consecutive quarterly
instalments commencing four (4) years after the date of the Loan Agreement.
- 27 -
(2) Interest: Payable quarterly:
(a) at the rate of two decimal five percent (2.5%) p.a. on the amount of the
SFR Portion withdrawn and outstanding from time to time; and
(b) at the rate of three decimal eight four percent (3.84%) p.a. (variable) on the
amount of the OCR Portion withdrawn and outstanding from time to time.
(3) Commitment Charge: Payable at the rate of one percent (1%) p.a. on the amount of the
OCR Portion unwithdrawn from time to time. Such charge shall accrue from the sixtieth
(60th) day after the date of the Loan Agreement and shall be payable quarterly.
(4) Disbursement:
(a) The first disbursement of the Loan shall be made by September 30, 2012, and the
Loan shall be fully disbursed by December 31, 2015, or such later dates as CDB
may specify in writing.
(b) Except as CDB may otherwise agree:
(i) the Loan shall be used to finance the components of the Project allocated
for financing by CDB as shown in the Financing Plan for the Project up
to the respective limits specified therein; and
(ii) total disbursements shall not exceed the aggregate eighty-two percent
(82%) of the cost of the Project.
(c) The Loan shall not be used to meet any part of the cost of the Project which
consists of identifiable taxes and duties.
(5) Procurement:
(a) Except as set out in sub-paragraph (b) below, procurement shall be in
accordance with the procedures set out and/or referred to in the Loan
Agreement or such other procedures as CDB may from time to time specify
in writing. The Procurement Plan approved by CDB is set out at Appendix
5.4 of this Report. Any revisions to this Plan shall require CDB’s prior approval
in writing.
(b) Purchase of vehicles costing up to three hundred and eighty-five thousand
United States dollars (USD385,000) comprising one project management vehicle,
two patrol vehicles and two ambulances may be procured by national competitive
bidding without restriction to eligible countries.
(6) Conditions Precedent to First Disbursement:
GOBZ shall:
(a) establish and assign the administration and management of the Project to RSU;
(b) designate Task Leader as required under sub-paragraph (10)(a)(iv);
(c) establish OSC in accordance with sub-paragraph (10)(a)(ii);
- 28 -
(d) engage PM in accordance with sub-paragraph (10)(b)(i); and
(e) provide evidence acceptable to CDB that suitable accommodation and adequate
accounting and clerical support have been provided for RSU.
(7) Conditions Precedent to Disbursement with respect to Road User Education and
Awareness Component
GOBZ shall have engaged the consultants to provide the services set out in the TOR at
Appendix 2.2.
(8) Conditions Precedent to Disbursement with respect to Road Safety Infrastructure
Component
GOBZ shall have engaged:
(a) consultants to provide the engineering services set out in Appendix 2.8; and
(b) PE to provide the services set out in Appendix 5.2.
(9) Conditions Precedent to Disbursement with respect to Road Accident Emergency
Component
GOBZ shall have submitted to CDB, the MOU referred to in sub-paragraph (10)(c).
(10) Other Conditions:
(a) GOBZ shall:
(i) implement the Project through MFED;
(ii) establish OSC which shall be the main decision-making body for the
Project and shall provide managerial oversight, advice, guidance
and direction to the implementation of the Project. OSC shall have the
composition and additional functions set out in Appendix 5.2;
(iii) establish RSU which shall have the composition and functions set out in
Appendix 5.2;
(iv) designate persons with qualifications and experience acceptable to CDB
as Task Leader to coordinate and lead activities in relation to the
Road Safety Infrastructure, Road Safety Enforcement and Road Accident
Emergency Services components, including the activities set out in
Appendix 5.2;
(v) carry out the Project at all times with due diligence and efficiency, with
management personnel whose qualifications and experience are
acceptable to CDB, and in accordance with sound technical,
environmental, financial and managerial standards and practices;
(vi) institute and maintain organisational, administrative, accounting and
auditing arrangements for the Project acceptable to CDB; and
- 29 -
(vii) contribute to the Project an amount of not less than the equivalent of
one million five hundred and ninety-six thousand United States dollars
(USD1,596,000) which shall be expended in a timely manner, on the
components of the Project designated for financing by GOBZ, as shown
in the Financing Plan for the Project, unless CDB shall otherwise specify
in writing.
(b) GOBZ shall in accordance with the procurement procedures applicable to the
Loan, select and engage:
(i) as PM, a competent and experienced person who shall report to the CEO,
MFED, and will be responsible for coordinating and monitoring all
aspects of the implementation of the Project including the duties set out
in Appendix 5.2;
(ii) as PE, a competent and experienced person who shall report to the
Task Leader, MWT, and, with the support of RSU, manage all aspects of
the implementation of the Road Safety Infrastructure Works Component,
including the duties set out in Appendix 5.2; and
(iii) competent and experienced consultants to provide the services set out in
the TORs at Appendices 2.2, 2.3, 2.4, 2.5, 2.6, 2.7 and 2.8.
(c) GOBZ shall conclude with BERT an MOU, in form and substance acceptable to
CDB, with respect to the conditions under which the equipment procured from
the proceeds of the Loan will be used and operated by BERT.
(d) GOBZ shall by July 1, 2013, establish NSRC with composition acceptable to
CDB, to act as a permanent advisory body to GOBZ for improvement of road
safety in Belize.
(e) GOBZ shall keep the road, infrastructure, vehicles and equipment financed under
the Project, or cause the same to be kept, in good repair and condition.
(f) GOBZ shall:
(i) upon the request of CDB conduct a condition survey of the infrastructure
and vehicles financed by the Loan; and
(ii) commencing in the financial year after practical completion of the road
safety infrastructure works, submit its annual road maintenance budget to
CDB by January 31 in each year to facilitate discussion between CDB
and GOBZ on the adequacy of the allocation for road maintenance.
(g) Except as CDB may otherwise agree, GOBZ shall furnish, or cause to be
furnished, to CDB the reports listed in Appendix 5.6 in the forms specified or in such form or forms as CDB may require, not later than the times stated therein
for so doing.
I STITUTIONAL FRAMEWORK Lead agency
Funded in national budget National Road Safety Committee
No
National road safety strategy
Measurable targets
Funded
Yes
Yes
No
DATA Reported road traffic fatalities (2006)
68' (75% males, 25% females) Reported non-fatal road traffic injuries (2006)
652' Costing study available
No
NATIONAL LEGISLATION Speed limits set nationally Yes
Local authorities can set lower limits No
Maximum limit urban roads 40 km/h Enforcement" 101 (!)2 3 5 6 7 8 s WJ
Drink-driving law Yes
BAC limit- general population 0.08 g/dl
BAC limit- young or novice drivers 0.08 g/dl
Random breath testing and/or police checkpoints Yes
Road traffic deaths involving alcohol - Enforcement• 101 ll 2 @-t 56 U' 8 9 00
Motorcycle helmet law Yes
Applies to all riders Yesb
Helmet standards mandated Yes
Helmet wearing rate - Enforcement" 101 ll 2 @ 5 6789 00
Seat-belt law Yes
Applies to all occupants No
Seat-belt wearing rate - Enforcement• IDi ll 2 3 @s 6 18 9 oo
Child restraints law No
Enforcement• n/a
VEHICLE STANDARDS No car manufacturers ROAD SAFETY AUDITS Formal audits required for major new road construction projects Yes Regular audits of existing road infrastructure Yes PROMOTING ALTERNATIVE TRANSPORT National polic ies to promote walking or cycling No
National policies to promote public transportation No
i
APPENDIX 1.1
SUMMARY OF BELIZE ROAD SAFETY STATISTICS
BELIZE
Population: 287 699
Income group: Middle
Gross national income per capita: $3 800
N
' Health data, defined as died within 1year of the crash. Palca data reported 47 duths In 2006.
' Belize Institute of Statlstlcs.
DEATHS BY ROAD USER CATEGORY
Drivers (13%)
SoulU, BttiztlnstituteafSt atistics
' Enforcement score represents consensus basad on professional opinion of respondents ,on a scala of 0 to 10 where o Is not effective and 1DIs hllfdY affectiYa .
' Soma exceptions .
TRENDS IN ROAD TRAFFIC DEATHS
100
w 90 =
80
70 60
..., 50
'E 40
j 30 § 20 z:
10
0
2001 2002 2003 2004 2005 2006 2007
Year
Soun:e, Ministry of Health , Epidemi DIJ Un
POST-CRASH CARE
Formal, publicly available pre-hospital care system
National universal access number
- Data not available. nla Data not required/not applicable .
Yes
Yes
REGISTERED VEHICLES
54 225 total (2007)
Registered vehicle types: data not available
Data cleared by the M inistry of Health.
APPENDIX 1.2
BELIZE EMERGENCY RESPONSE TEAM 1. BERT is a non-profit, non-governmental organisation
which specializes in pre-hospital care in the form of emergency
response and transportation. The organisation was founded by
the Wagner Foundation of Wisconsin, United States of America,
along with the Rotary Club of Belize. Its mission is to serve the
emergency medical needs of the Belizean people through active
volunteerism, education and by providing the material necessities
to assure swift, professional, life-saving measures in medical
emergency situations. BERT offers:
(a) Emergency Response Service 24 hours per day
to road traffic accidents, injuries and medical emergencies;
(b) Ambulance transfer services between medical facilities, airports, homes, etc;
(c) Air ambulance emergency and transfer services, within country and to neighboring
Mexico, Guatemala and Honduras; and
(d) Training to Emergency Medical Technicians (EMT) country-wide.
2. BERT currently provides land ambulatory emergency services only to the Belize and
Cayo Districts. In addition, they also provide air services nationwide. The Belize City based operations
has two teams readily available 75% of the time with a third team on call. Approximately 25% of the
time, there is one team readily available with a second on call within 10 minutes. BERT also has a
semi-volunteer satellite unit in the community of Spanish Lookout. The Spanish Lookout based crews
are always on-call. They do respond to all incidents along the Western Highway when requested. Their
dispatch center is open 24 hours per day, seven days per week and can be accessed directly through their
telephone number. BERT’s aircraft will fly to any location with a usable airstrip (weather allowing) and
generally operates from first light until just at dark. Their flights include a qualified EMT with equipment
and supplies to sustain life during flight. One family member/friend is allowed to accompany the flight.
3. The organisation works in close collaboration with GOBZ, through MOH, which provides
financial support to it through an annual subvention to assist with the operational cost. Education is a
major factor in BERT’s endeavor to deliver quality emergency medical care to Belize and, since 1996, the
organisation has trained over 200 EMTs across the country.
4. BERT employs a full-time staff of 15 persons and 10 additional part-time employees, all of whom
are qualified EMTs. Its operations are overseen by a Board of Directors, which includes members from
civil society, MOH and the Rotary Club of Belize. The organisation has a fleet of seven ambulances, all
of which were donated, in addition to one fixed-wing aircraft. At any given time no more than four of the
ambulances are operational, due to maintenance issues and the aging nature of its fleet. The average age
of the fleet is 15 years and several of the vehicles are well past their useful lives. As a consequence,
annual maintenance expenditures are high, averaging $120,000 p.a., which represents approximately 20%
of its annual operating cost. This has limited BERT’s ability to expand its services. Its annual operating
budget is in the range of $600,000 to $700,000, of which $300,000 is financed by GOBZ.
APPENDIX 1.2
Page 2
5. BERT is a well-established organisation and forms an integral part of Belize’s emergency medical
care services. It provides services to the two major urban centers. However, there is still much to be
done in order to get its operations up to the standard of international good practice. In addition to financing and capacity constraints, the organisation’s ability to effectively carry out its mandate is
constrained by antiquated equipment, which has drained its resources due to high maintenance cost. The
proposal to provide new ambulances will allow BERT the opportunity to retire some of its aging fleet and
thereby help reduce operating and maintenance costs.
APPENDIX 1.3
MACRO SOCIAL CONTEXT
1. Similarly to Belize’s annual growth rate, the population rate has been increasing from 2% during
the 70s, around 2.5% in the 80s and 90s, to 3.7% over the past decade. Growth has not, however, been evenly spread across the country. Corozal, on the border with Mexico, continues to show the slowest rate of growth, with an average of 1.5% per year, while the fastest growing districts were Cayo District, which includes Belmopan, the administrative capital and location of universities, and Belize District, which contains Belize City, the country’s largest city and commercial centre. These were the only districts to
have growth rates above the national average over the past decade. As a result, these two districts now
account for over half the population in the country. Population density is about 15 persons per km2
which makes it one of the least densely populated countries among CDB’s BMCs. Belize’s population is youthful, ethnically diverse and is evenly distributed between males and females.
2. Administratively, Belize is split into six districts, which, from north to south, are Corozal, Orange Walk, Belize, Cayo, Stann Creek and Toledo, and comprises two Municipal Councils and 194 Village Councils. The northernmost district, Corozal, has a common border with Mexico and is
predominantly Spanish-speaking Mestizo1. The main economic activities are the cultivation of sugar cane
and the Corozal Free Zone, on the border with Mexico. Orange Walk, immediately to the south, is based around the town of the same name. Its economy is also dominated by sugar cane, although small scale agriculture prevails in the western areas and potatoes, onions and soya beans are grown for sale. It contains several Mayan cultural sites. Like Corozal, it is predominantly Mestizo and Spanish-speaking.
3. The 2009 Country Poverty Assessment determined that poverty levels are relatively high in the
Cayo District, having increased from 27% of the population living below the poverty line in 2002, to
41%. This situation mirrors that of the country as a whole, which recorded an increase in poverty levels
from 34% in 2002 to 41% in 2009. The statistics showed 16% of the population to be indigent. At 12%
indigent level, Cayo was close to that of the total population. This situation may be attributed largely to
the lingering effects of the global recession, which has precipitated a circumstance of severe economic
and social constraints faced by the country in the last five years. As expected, this would have led to a
decline in the quality of life for a large proportion of the population, particularly those living in rural areas
where poverty levels were higher than the national average.
4. Faced with the continuing challenge to improve poverty reduction effectiveness, GOBZ has
adopted several approaches to enhance living conditions in both urban and rural sections of the country.
These efforts, contained in the National Poverty Elimination Strategy and Action Plan (NPESAP) are
articulated around strategic priorities consistent with the objectives of the country’s national Millennium
Development Goals and have been the main vehicle for poverty reduction interventions in the last few
years. Among others, NPESAP includes strategies such as the provision of key economic
infrastructure to remove obstacles to poverty elimination and foster sustainable economic growth and
development.
1 Mestizo is the term commonly used in Belize to describe the Hispanic population.
APPENDIX 1.4
RECENT MACROECONOMIC PERFORMANCE
OVERVIEW
1. The weak economic environment which prevailed during 2009, as a result of the global economic
crisis, continued to impact Belize in 2010-11, but there has been some recovery. Real GDP grew by an
estimated 1.7% during 2011. Contributing to the growth in 2011, manufacturing activity increased by
2.9% and was led by higher output of sugar and citrus juices. Wholesale and retail activity registered a
significant boost by 4.8% which was largely due to increased trade with Mexico through the Commercial
Free Zone (CFZ). Moderate growth was recorded with respect to hotel and restaurant activity, as well as
transport and communications services, largely reflecting a 3.5% increase in stay-over arrivals. An
overall deficit of $7.2 mn (0.2% of GDP) was recorded on CG operations during 2011, compared with
$43.0 mn (1.5% of GDP) attained during 2010 and $76.3 mn (2.8% of GDP) recorded in 2009. This
performance was largely influenced by a 6.7% ($50.2 mn) increase in revenue resulting from increased
intake from the petroleum industry and a higher yield on import duties. The weak economic environment
has also been manifested in the banking system through slow expansion of domestic credit and excess
liquidity held by commercial banks. A $52.8 mn rise in the net foreign assets held by CBB, indicated an
overall surplus on the external Balance of Payment (BOP). Underlying this, the external current account
deficit narrowed, while Foreign Direct Investment (FDI) continued to fall and commercial banks held
more assets abroad.
Output and Prices
2. Real GDP grew by an estimated 1.7% during 2011. By comparison, output growth amounted
to 2.3% in 2010. Contributing to the growth in 2011, manufacturing activity increased by 2.9% and was
led by higher output of sugar and citrus juices. However, petroleum production, which is reflected within
manufacturing activity and which has contributed significantly to growth in manufacturing since 2006,
fell as production from the larger of two commercial oil fields declined, given that the field is in its
declining cycle and higher production from the other field was not sufficient to compensate. Wholesale
and retail activity registered a significant boost by 4.8%, which was largely due to increased trade with
Mexico through CFZ. Moderate growth was recorded with respect to hotel and restaurant activity (4.7%),
as well as transport and communications services (4.0%), largely reflecting a 3.5% increase in stay-over
arrivals. This increase follows a 2.5% increase registered in 2010, and shows the continued recovery of
the tourism industry following the adverse impact of the global economic crisis. Declines in stay-over
visitors of 5.2 and 2.6% were registered during 2009 and 2008, respectively. However, Belize continued
to feel the repercussions of the global economic crisis, the weak global recovery from the crisis, and
depressed investor confidence stemming from continued risks in the global financial system. Reflecting
this, construction activity has continued to decline (4.1% during of 2011) and was partly related to
continued decline in FDI. Along with the decline in construction activity, agriculture output which fell
by 3.4%, moderated output growth. The decline in agriculture output reflected several influences
including weather-related factors. However, with respect to sugar cane and citrus, higher “sucrose
content” and higher “pound solid per box” contributed to higher sugar and citrus juice production during
the period.
3. The Consumer Price Index rose by 1.6% during the three quarters up to August 2011, compared
with no growth during the corresponding period leading up to August 2010. Inflation in 2011, was driven
largely by higher international commodity prices. Reflecting this, the sub-index for Food, Beverages and
Tobacco rose by 3.6%, while that for “Transportation and Communications” and that for “Rent, Fuel and
Power” rose by 3.8 and 1.2%, respectively.
APPENDIX 1.4 Page 2
Fiscal Operations and Debt 4. An overall deficit of $7.2 mn (0.2% of GDP) was recorded on CG operations during 2011,
compared with $43.0 mn (1.5% of GDP) attained during 2010, and $76.3 mn (2.8% of GDP) recorded in
2009. The primary surplus for 2011, rose by 43.5% to $96.3 mn (3.3% of GDP) from $52.8mn (1.9% of
GDP) in 2010. The performance during 2011, was largely influenced by a 6.7% ($50.2 mn) increase in
revenue. Revenue expanded due largely to higher intake from the petroleum industry and a higher yield
on import duties. Higher international crude oil prices boosted government’s receipts from the production
and export of crude oil by $20.4 mn, to $97.7 mn, including a windfall petroleum tax of $11.2 mn.
Import duties rose by 13.8% ($17.4 mn), reflecting an expansion in imports, as well as the removal of
General Sales Tax (GST) on fuel and its replacement with a fixed tax on fuel imports. Partly reflecting
the removal of GST on fuel, the overall intake on GST declined by 2.6% to $177.5 mn. GST (similar to
value added tax) is the largest single revenue source. Grant receipts during the period under review,
declined by 7.5% to $9.4 mn. Total expenditure during the period under review increased at a much
slower rate – 1.7%, than the increase in revenue. Underlying this, recurrent expenditure rose 5.6%
($37.8 mn) but was largely negated by a 19.1% ($24.1 mn) reduction in capital expenditure and net
lending. The rise in recurrent expenditure reflected increases across all categories, but major influences
included the employment of new staff and the prepayment of electricity services. The latter had been
done in an attempt to provide financing to the electricity distribution company, which was subsequently
purchased by the Government. Further, interest payment grew by 8.1% ($7.8 mn) mostly reflecting an
increase in foreign interest payments. Overall, CG debt stood at $2,427.7 mn (78.9% of GDP) at the
end of 2011.
Financial Sector
5. The broad money supply grew by 5.6% to $2,201.2 mn during 2011, in contrast to a decline of
0.1% for 2010. During 2009, the money supply declined by 6.4%, but grew much quicker (at an average
of 13.9% annually) during the three years prior to 2009. The slower growth in the money supply over the
last three years (2009-11), partly reflected the decline in economic activity in 2009, and the subsequent
slower pace of activity. The weak economic environment which prevailed during 2009, as a result of the
global economic crisis, continued in 2010-11, albeit with some recovery. The rise in broad money supply in
2011, partly reflected the growth in GDP at current prices. The impact of the global economic crisis was
also manifested in the banking system through slow expansion of domestic credit which is dominated by
credit to the private sector. Following a 2.3% decline in 2010, credit to the private sector contracted
marginally (0.3%) in 2011. Credit to the private sector grew by an average of 12.9% annually, during the
three years prior to 2009. In 2009, credit to the private sector grew by 4.1%. Weak demand for credit
resulted in a decline in interest rates and, reflecting this, the weighted-average lending rates across all
commercial banks declined to 13.1% at the end of 2011, compared with 13.8% and 14.1% at the end of
2010 and 2009, respectively.
6. Further, as a consequence of the weak growth in commercial bank credit, excess liquidity within
commercial banks increased and, reflecting this, the excess holding of statutory liquid assets by
commercial banks grew to $221.1 mn at the end of 2011, compared with $160.1 mn and $105.0 mn at the
end of 2010 and 2009, respectively.
7. Net foreign assets within the banking system increased by 19.9% during the 2011, and stood at
$752.5 mn at the end of the year. Reserve assets held by CBB rose from $445.7 mn at the end of 2010, to
$498.5 mn at the end 2011. This level of reserves held by CBB, amounted to more than four months of
imports of goods and services, exceeding the international benchmark of three months.
APPENDIX 1.4 Page 3
External Sector 8. A smaller deficit of $73.7mn (2.5% of GDP) was estimated on the external current account of
BOP, compared with a deficit of $80.1 mn (2.9% of GDP) for 2010. The external current account deficit
amounted to 6.2% of GDP in 2009, and averaged 5.6% of GDP annually during the prior three years. The
narrowing of the current account deficit in 2011, was due in part to smaller income outflows (down
$26.3 mn due mainly to lower profit outflows) which outweighed a $15.6 mn fall in current transfers, along with a small increase ($3.6 mn) in the merchandise trade deficit and a negligible
contraction in the surplus on the services account. Notably, merchandise exports climbed by 26.1% to
$1,206.6 mn partly as a result of higher earnings from the export of crude oil given the rise in the
international price, far outweighing the impact of the decline in export volumes. Growth in cross-border
trade with Mexico, as reflected in increased sales at CFZ, also contributed significantly to the growth in
exports. However, the higher exports were slightly outweighed by a 19.6% rise in imports which
amounted to $1,548.0 mn. Higher acquisition cost for fuel, as well as increased imports into CFZ were
the major factors contributing to the rise in imports. CBB estimated a surplus on the Capital and
Financial Account of $81.8 mn (2.8% of GDP) during 2011, up from $69.1 mn for 2010. Of note, FDI
declined by $5.8 mn to reach $186.4 mn, continuing the downward trend since 2009. In 2008, FDI
amounted to $333.8 mn.
OUTLOOK
9. Given current macroeconomic policies, output growth is projected to continue to average
between 1.5 and 2.5% over the medium-term. However, prospects are uncertain with significant downside risks. A weakened international investment climate and the associated weak consumer confidence, is likely to continue to constrain FDI into Belize, while growth of the tourism industry may continue to be bedevilled by slow and jobless recovery in the United States of America. Further, external gross financing needs will remain high over the medium-term and increased efforts by GOBZ to meet the expected rise in interest costs on external debt in 2012, to make allowance for the commencement of the
amortisation of the “super-bond”1
in 2019, and to repay for assets which were nationalised in 2011, will
constrict other government spending. However, upside risks include possible new oil discoveries and improvement in agricultural output.
1
A USD563.2 mn 22-year bond which was exchanged for pre-existing commercial debt in 2007. The bond is
payable semi-annually beginning in 2019, with interest rates payable semi-annually at 4.25% during 2007-09, 6%
during 2010-11, and 8% for the remaining years of the bond.
APPENDIX 2.1
DETAILS OF THE PROJECT
ROAD SAFETY INFRASTRUCTURE
1. This component includes investments to improve the safety of road infrastructure along a
Demonstration Corridor. The Corridor includes the Western Highway, between its junction with
Central American Boulevard in Belize City to its junction with the Hummingbird Highway in
Belmopan; the Hummingbird Highway, from its junction with the Western Highway to its junction
with Constitution Drive in Belmopan; and Constitution Drive and the Belmopan Ring Road.
Detailed designs are based on MWT’s standard designs for road works, furniture and delineation.
Total estimated base cost
ROAD USER EDUCATION AND AWARENESS
2. This component will support increasing road user awareness and improving behaviours. This
component consists of two elements:
(a) Public Education and Awareness: consultancy services will be engaged to conduct
baseline and post-project KAP Surveys; to develop a comprehensive targeted
communication strategy; and to deliver five comprehensive biannual public awareness
campaigns (Communications Consultant).
(b) Curriculum Development: consultancy services will be engaged to develop road safety
curriculum for Primary and Secondary Schools; produce relevant training materials; and
deliver training to 100 teachers at 10 schools within the Demonstration Corridor
(Curriculum Consultant).
Total estimated base cost
ROAD SAFETY ENFORCEMENT
3. This component will support the improvement of traffic law enforcement on the
Demonstration Corridor and in the municipalities of Belize City and Belmopan through the provision of
two highway patrol vehicles and enforcement equipment to support MWT, Transport Department and PD
to effectively patrol and enforce traffic laws along the Demonstration Corridor. Two patrol vehicles will
be provided with high visibility livery, light bars and sirens. Equipment is expected to include mobile
alcohol screening devices, hand-held radar guns, Global Positioning System devices, computers, traffic
control signs, Light Emitting Diode road flares, and high visibility clothing. Additionally, consultancy
services will be engaged to deliver a training programme in traffic law enforcement and crash scene
investigation (Enforcement Training) to 35 enforcement officers in DOT, PD and the 9 municipalities;
Total estimated base cost
APPENDIX 2.1 Page 2
ROAD ACCIDENT EMERGENCY SERVICES
4. This component includes the provision of two ambulances to support improved emergency
medical services and RTA crash scene response capacity along the Demonstration Corridor.
Total estimated base cost
CAPACITY BUILDING
5. This component supports the strengthening of road safety management capacity of the Ministries
of Health; Works and Transport; PD and the nine Municipalities. The sub-components are:
(a) Road Safety Mentoring: consultancy services will be engaged to mentor, develop and
consolidate the capacity of the various agencies to manage road safety and assist with the
establishment of NRSC. The Consultant will assist GOBZ in the development of the
Medium-term National Road Safety Strategy; and M&E Framework (Road Safety
Consultant).
(b) Road Safety Training: consultancy services will be engaged to deliver a training course
on various aspects of road safety including road safety auditing (Road Safety Training)
to 20 staff responsible for road safety in MFED, MWT, PD and the 9 municipalities.
(c) M&E: this sub-component will support the establishment of a road safety vision with
clear targets and the development of M&E framework. Equipment will be provided to
support MWT’s collection of speed and traffic data. Support will also be provided to
assist in establishing consistent indicators and entrenching better data collection and
sharing mechanisms between agencies. Following the completion of the road safety
infrastructure, consultancy services will be engaged to re-survey and update the safety
rating along the Demonstration Corridor (Road Safety Assessment).
Total estimated base cost
PROJECT MANAGEMENT
6. MFED, RSU and other line staff of participating government ministries and departments are
costed as part of GOBZ’s contribution, along with transportation and communications. PM, RSU and PE,
MWT, will be funded by CDB. This component also makes provision of a vehicle for use by PM, office
equipment and supplies, as well as office space for accommodation of PM within MFED, and RSU and
PE within MWT. Engineering consulting services will be provided to assist MWT in certain design
activities and to certify the road safety infrastructure works, including periodic inspection of the works,
certification of payments and the preparation of a PCR.
Total estimated base cost
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 2.2
DRAFT TERMS OF REFERENCE
COMMUNICATIONS CONSULTANT
1. BACKGROUND
1.1 In 2011, as part of the Fourth Road Project (Santa Elena/San Ignacio Bypass) (Paper BD 98/10), a
Consultant undertook a survey of approximately 600 kilometres of Belize’s main road network and
prepared a prioritised infrastructure investment programme for improving the safety of road infrastructure.
In addition, another consultant undertook a Management Capacity Review of Road Safety within Belize
and prepared an investment strategy to overcome revealed capacity weaknesses.
1.2 Based on the outcomes of that assignment, the Government of Belize (GOBZ) now intends to
undertake a series of investments to improve road safety along a Demonstration Corridor. The Corridor
includes the Western Highway, between its junction with Central American Boulevard in Belize City to
its junction with the Hummingbird Highway in Belmopan; the Hummingbird Highway, from its junction
with the Western Highway to its junction with Constitution Drive in Belmopan; Constitution Drive; and
the Belmopan Ring Road. Investments will include: road safety infrastructure; capacity building and
implementation support; road user education and awareness; enforcement and emergency services
support.
1.3 Road Traffic Injuries have significant negative impacts on Belize, at all levels, as they place
significant emotional, psychological and financial burden on families of accident victims, elevate the
number of healthy life-years lost and contribute to the overall mortality and morbidity levels in the
country. Road death and injury are not inevitable. Road trauma is a preventable public health challenge.
Road systems can be developed that reduce the likelihood of a crash occurring and minimise the severity,
if a crash does occur. This can be achieved with road users understanding the risks they impose on
themselves and other road users, safe vehicles and safe roads, together with appropriate enforcement.
2. OBJECTIVE
2.1 The objective of the consultancy is to undertake a baseline and post-project Knowledge, Attitudes
and Practices (KAP) Survey and develop a Communications Strategy to be implemented with the oversight
of the Project Manager (PM) and other stakeholders.
3. DURATION
3.1 The services of the Consultant(s) will be required periodically and intermittently, over a 36-
month period. The level of effort during initial project start-up is expected to be high particularly
during the first KAP survey; preparation of the communications strategy; and the initial biannual
campaign design, with a gradual decrease in services as the biannual campaigns roll out.
4. SCOPE OF WORKS
4.1 The Consultant(s) shall report to, and coordinate activities with, other participating agencies
through PM, Road Safety Unit. The scope of work shall include, but not be limited to, the following
activities:
KAP Surveys:
(a) review the norms, values, beliefs and community practices in relation to road safety;
APPENDIX 2.2
Page 2
(b) compile and review available statistics on road safety, morbidity and mortality in Belize;
(c) define study population, which should include communities and schools along the
Demonstration Corridor and, utilising accepted statistical sampling techniques, identify
required sample size;
(d) prepare survey protocol, data collection tools, pre-testing and translation of
questionnaires, and train enumerators;
(e) based on composition of the survey areas and linguistic, cultural and gender
considerations, develop appropriate questionnaires;
(f) data for this survey should be collected through desk review, questionnaires, face-to-face
interviews and focus group discussions. To minimise any observer-bias, interviewers
should adopt the same approach in explaining the survey, phrasing particular questions,
and recording the responses;
(g) process data and undertake statistical analysis of the results; and
(h) recommend the most effective ways of promoting road safety in Belize.
Communications Strategy:
(a) compile experiences of similar road safety campaigns in Caribbean Development Bank’s
(CDB) Borrowing Member Countries or other relevant sources, including examples of
promotional materials, lessons learnt and results achieved;
(b) develop a sound, evidence-based communication strategy for changing road-user
behaviour;
(c) include national and Demonstration Corridor-specific communications focused on
improving awareness;
(d) utilise high visibility, high impact and cost-effective measures for message delivery
including, but not limited to, print and broadcast media; electronic social media; and less
informal mechanisms, such as school and community-based activities and events;
(e) special attention should be given to mechanisms for targeting and changing the
behaviours of males aged 15-59;
(f) design mechanisms to measure the effectiveness of, and for obtaining stakeholder
feedback on, biannual campaigns; and
(g) define a role for private sector participation in biannual awareness campaigns.
Biannual Awareness Campaign:
(a) develop, design, produce and procure all relevant media material for the proposed
campaign for both national efforts and specific activities with communities and schools
within the Demonstration Corridor; and
APPENDIX 2.2
Page 3
(b) based on stakeholder feedback and effectiveness of preceding campaign(s), prepare
following biannual campaigns. 5. INPUTS
5.1 The Consultant(s) will provide the equipment and software required to carry out the assignment
and be responsible for obtaining all additional information for the execution of the services necessary for
the Project.
6. REPORTING REQUIREMENTS
6.1 The Consultant(s) will submit the following reports:
(a) Inception Report describing the approach proposed to be taken to deliver the scope of
works outlined, within two weeks of the start of the consultancy.
(b) Baseline KAP Survey Report presenting the data and results of the survey and proposed
recommendations for incorporation into the Communication’s Strategy.
(c) Communication’s Strategy Report outlining proposed approach options, measuring tools
and budgetary requirements.
(d) Biannual Campaign Report presenting results and feedback from previous campaigns,
proposed activities and corresponding budget.
(e) Post-project KAP Survey Report, presenting the data and results of the survey and
proposed recommendations for incorporation into the Project Completion Report.
6.2 GOBZ and CDB will provide comments on reports within two weeks of receipt of the report and
the consultants will adjust the ongoing work according to the comments received. Reports should be
submitted in three hard copies and electronically.
BUDGET
(USD)
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 2.3
DRAFT TERMS OF REFERENCE
CURRICULUM CONSULTANT
1. BACKGROUND
1.1 In 2011, as part of the Fourth Road Project (Santa Elena/San Ignacio Bypass) (Paper BD 98/10), a
Consultant undertook a survey of approximately 600 km of Belize’s main road network and prepared a
prioritised infrastructure investment programme for improving the safety of road infrastructure. In
addition, another consultant undertook a Management Capacity Review of Road Safety within Belize and
prepared an investment strategy to overcome revealed capacity weaknesses.
1.2 Based on the outcomes of that assignment, the Government of Belize (GOBZ) now intends to
undertake a series of investments to improve road safety along a Demonstration Corridor. The Corridor
includes the Western Highway, between its junction with Central American Boulevard in Belize City to
its junction with the Hummingbird Highway in Belmopan; the Hummingbird Highway, from its junction
with the Western Highway to its junction with Constitution Drive in Belmopan; Constitution Drive; and
the Belmopan Ring Road. Investments will include: road safety infrastructure; capacity building and
implementation support; road user education and awareness; enforcement and emergency services
support.
1.3 The challenges facing road safety in Belize require a multi-faceted response which seeks to improve road conditions, enact an appropriate legislative framework, improve the administration and monitoring of road use, as well as enhance the capacity of all road users to utilise this resource optimally and safely. However, a particular focus must be placed on children and youth as statistics indicate that on average, 20% of all people killed in traffic accidents in developing countries are under age 15. This is
twice as high as in the developed world1. Since human error plays a significant role in road accidents,
teaching safety skills to children can provide lifelong benefits to society for two reasons:
(a) children become adults who use the road for multiple reasons, including the operation of
vehicles; and
(b) children transfer knowledge learnt in school to the home, often subliminally influencing
the adults around them.
Road safety education can therefore provide the necessary structure for the acquisition of safety
knowledge and skills and, if provided from an early age, will have a positive impact on the society in the
long-term.
1.4 Roads in developing countries tend, very often, to be more unsafe than roads in industrial
countries, so traffic safety problems faced by children in these countries will often be greater than those
faced in the developed world. Absence of traffic education can therefore leave them exposed to significant
risks. However, pervasive and effective traffic education is more likely if it is within the formal
curricula, is culturally relevant and delivered by competent teachers utilising appropriate materials and
pedagogy.
1.5 The inclusion of traffic education in the curriculum ensures that it is part of the instructional
programme of schools and complements other curricula goals associated with preparing children for a
productive life within the society. However, since the traffic circumstances and issues faced by children
in the developing world are sometimes radically different from those faced by their counterparts in
1 Road Safety Education of Children, Asian Development Bank. http://www.adb.org.
APPENDIX 2.3
Page 2
developed countries, it is inappropriate and very often ineffective to simply transfer materials created for
use in the developed world to educate these children about road safety. The development of culturally
relevant materials is therefore absolutely necessary, if road safety programmes are to have the desired
effect. Such materials may be based on a number of generic principles which do not change from
country-to-country, but must reflect the special circumstances which affect the particular country, if they
are to be effective. Further, an incremental approach is required. Such programmes are ineffective when
they rely on one-off campaigns. Long-term behaviour change must be based on infusion, which is
focused on maximisation of the repetition which leads to automaticity. In addition, educational
programmes must not only embrace the theoretical, but must provide adequate opportunity for practical
application of the principles introduced. Authentic, real life situations, under adult supervision, must
therefore be incorporated on a regular basis as well.
1.6 Developers of road safety programmes should also not assume that teachers will have the
knowledge and skills, and will automatically be able to integrate road safety education into their
programmes. It is therefore necessary for modules to be incorporated into initial teacher training, as well
as in continuing professional development programmes, so that all teachers can be equipped with
standardised knowledge and skills for classroom delivery. The provision of teacher support materials will
also facilitate the process of incorporation, since teachers are less likely to omit road safety principles if
they are provided with the necessary references which spell out what is to be taught.
1.7 As part of a wider public education programme to improve road safety in Belize, the Ministry of
Education, Youth and Sports (MOEYS) is seeking technical assistance to strengthen traffic education
within the education sector. This is consistent with the newly ratified Education Sector Strategy which
articulates as a key priority, the enhancement of relevance of the curricula for improving student
outcomes. Traffic education in Belize is given minimal attention in the curricula and is limited to generic
safety concepts in subjects such as Social Studies, where the focus is on traffic rules and laws. In
addition, teachers need upgrading of skills and appropriate pedagogical resources are required to support
the acquisition of perspectives, knowledge, competencies and attitudes in children as responsible and safe
users of roads in Belize.
2. OBJECTIVE
2.1 The objective of this consultancy is to assist MOEYS in strengthening the focus of road safety in
the curricula in early childhood education, basic education and teacher education and developing
appropriate pedagogical resources to support effective delivery of the programme in schools.
3. METHODOLOGY
3.1 The Consultant will perform all investigative work and analyses to realise the objective stated
above. They will use participatory and consultative methodologies in working closely with MOEYS and
other critical stakeholders in the sector. These will include, but are not limited to, the University of
Belize, the Traffic Department, public and private sector stakeholders, principals, teachers, students,
parents and community leaders.
3.2 The Consultant will work closely with the relevant Technical Working Group (TWG), established
under the Belize Education Sector Reform Project. The relevant technical officer shall be assigned by
MOEYS to act as counterpart and coordinate the work of the Consultant. In consultation with MOEYS
and the TWG, the Consultant will organise a consultation with critical stakeholders at Draft Report stage
to share and discuss the draft curricula, training programmes, materials and major recommendations
emanating from the consultancy.
APPENDIX 2.3
Page 3 3.3 The Consultant will also examine options for development and delivery of traffic education in
other jurisdictions to be guided by best practice and lessons learned.
4. SCOPE OF SERVICE
4.1 The consultancy will involve desk and fieldwork and consultations across the sector, as well as
across other related sectors. The Consultant will be expected to undertake the following activities:
(a) review the existing curricula for Early Childhood, primary, and secondary education and
recommend revisions on traffic education to the curricula for each grade as appropriate;
(b) review the teacher education programmes and recommend revisions relative to the
professional development of teachers for effective traffic education instruction, as
appropriate;
(c) evaluate the quality of pedagogical resources available and utilised in the classroom,
including teaching guides and teacher manuals;
(d) identify and/or develop culturally relevant materials to support the implementation of the
curriculum on traffic education;
(e) prepare teachers guides and training materials to support effective instructional delivery
of traffic education;
(f) conduct a consultation with representatives of key stakeholders to discuss and obtain
feedback on the recommendations proposed; and
(g) conduct five-day training workshops, number, type and schedule to be agreed with
MOEYS, to train teachers nationally in effective traffic education instruction.
5. TIMING AND QUALIFICATIONS
5.1 It is anticipated that the consultancy will require a maximum of 50 person-days over a period of
one year. The consultancy team should have post-graduate expertise in, but not be limited to, the
following areas:
(a) curriculum and instruction with emphasis on curriculum development, design and
implementation; teacher education and Social Studies or a related discipline. Expertise in
Road Safety would be an asset; and
(b) demonstrated capacity for strategic thinking as well as excellent communication and
analytical skills. Knowledge of the education sector in Belize, as well as those in the
Region, would also be an asset.
6. REPORTING
6.1 The Consultant will submit the following reports:
(a) an Inception Report within seven days of commencement of the assignment;
APPENDIX 2.3
Page 4
(b) an Interim Report on the review of the curriculum on traffic education, teacher education
programmes, teaching approaches and effective approaches and programmes within
eight weeks of commencement of the assignment;
(c) a Draft Report, including the following key outputs, within five months of commencement
of the assignment:
(i) proposed revisions to the curriculum on traffic education;
(ii) proposed revisions to the teacher education programmes on traffic education;
(iii) draft teachers’ guides/manuals and training materials to support instruction;
(iv) proposed recommendations of culturally relevant materials to be developed; and
(v) draft training programme for teachers and schedule for delivery of training;
(d) report on training of teachers within two weeks of completion of the training; and
(e) Final Report and finalised outputs within four weeks of receiving feedback from
stakeholder consultation, MOEYS and the Caribbean Development Bank (CDB).
6.2 GOBZ and CDB will provide comments on reports within two weeks of receipt of the report and
the consultants will adjust the ongoing work according to the comments received. Reports should be
submitted in three hard copies and electronically.
BUDGET
(USD)
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 2.4
DRAFT TERMS OF REFERENCE
ENFORCEMENT TRAINING
1. BACKGROUND
1.1 In 2011, as part of the Fourth Road Project (Santa Elena/San Ignacio Bypass) (Paper BD 98/10), a
Consultant undertook a survey of approximately 600 km of Belize’s main road network and prepared a
prioritised infrastructure investment programme for improving the safety of road infrastructure. In
addition, another consultant undertook a Management Capacity Review of Road Safety within Belize and
prepared an investment strategy to overcome revealed capacity weaknesses.
1.2 Based on the outcomes of that assignment, the Government of Belize now intends to undertake a
series of investments to improve road safety along a Demonstration Corridor. The Corridor includes the
Western Highway, between its junction with Central American Boulevard in Belize City to its junction
with the Hummingbird Highway in Belmopan; the Hummingbird Highway, from its junction with the
Western Highway to its junction with Constitution Drive in Belmopan; Constitution Drive; and the
Belmopan Ring Road. Investments will include: road safety infrastructure; capacity building and
implementation support; road user education and awareness; enforcement and emergency services
support.
2. OBJECTIVE
2.1 The objective of the assignment is to improve the traffic law enforcement capacity of staff of the
Ministry of Works and Transport, Department of Transport; Police Department; and the Traffic
Departments of Belize’s nine municipalities. This will be delivered through a series of Enforcement
Training Courses.
3. DURATION
3.1 It is expected that a series of five courses will be delivered to approximately 35 participants
intermittently over a one-year period.
4. SCOPE OF WORKS
4.1 The Consultant(s) shall report to, and coordinate activities with, other participating agencies
through the Project Manager, Road Safety Unit. The enforcement training courses should include the
following elements and considerations:
(a) defensive driving, personal security and general patrol duties;
(b) traffic management and general traffic law enforcement;
(c) speed enforcement in urban and highway environments;
(d) impaired driving enforcement;
(e) dangerous driving enforcement;
(f) overloading and mechanical failure enforcement; and
(g) road crash scene management, investigation, reconstruction and analysis.
Course work should include case study exercises and field trips with participants, to facilitate their
practical application of concepts learnt during the formal classroom sessions.
APPENDIX 2.4
Page 2
5. INPUTS
5.1 The services of the Consultant(s) will be required periodically over a one-year period to
undertake the various activities outlined at Section 4 of the Terms of Reference (TOR). The
Consultant(s) will provide the education materials, presentations and supplies to carry out the assignment.
6. REPORTING REQUIREMENTS
6.1 The Consultant(s) will consolidate the course material and presentations associated with the
training and prepare a training manual. The manual should be submitted in 12 bound and one electronic
copy within one month following the completion of the final training course.
7. QUALIFICATIONS AND EXPERIENCE
7.1 The Consultant(s) should have the necessary skills including, but not limited to, high-level
expertise and experience in policing, traffic-law enforcement and training.
8. COMMENTS BY THE CONSULTANT(S)
8.1 The Consultant(s) are invited to make any comments on, and suggestions for, improvements to
the TOR. The financial implications, if any, of the said suggestions/recommendations should be clearly
indicated in the Financial Proposal.
BUDGET
(USD)
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 2.5
DRAFT TERMS OF REFERENCE
ROAD SAFETY CONSULTANCY SERVICES
1. BACKGROUND
1.1 In 2011, as part of the Fourth Road Project (Santa Elena/San Ignacio Bypass) (Paper BD 98/10) a
Consultant undertook a survey of approximately 600 km of Belize’s main road network and prepared a
prioritised infrastructure investment programme for improving the safety of road infrastructure. In
addition, another consultant undertook a Management Capacity Review of Road Safety within Belize and
prepared an investment strategy to overcome revealed capacity weaknesses.
1.2 Based on the outcomes of that assignment, the Government of Belize (GOBZ) now intends to
undertake a series of investments to improve road safety along a Demonstration Corridor. The Corridor
includes the Western Highway, between its junction with Central American Boulevard in Belize City to
its junction with the Hummingbird Highway in Belmopan; the Hummingbird Highway, from its junction
with the Western Highway to its junction with Constitution Drive in Belmopan; Constitution Drive; and
the Belmopan Ring Road. Investments will include: road safety infrastructure; capacity building and
implementation support; road user education and awareness; enforcement and emergency services
support.
2. OBJECTIVE
2.1 The objective of the assignment is to rapidly develop and consolidate the capacity of the
Road Safety Unit (RSU) and other participating agencies to effectively manage road safety.
3. DURATION
3.1 It is expected that the consultancy will be completed, periodically and intermittently, over
a 6-month period. The level of effort during initial project start is expected to be high, with a gradual
decrease in services as participating agencies gain increased competency.
4. SCOPE OF WORKS
4.1 The Consultant shall report to, and coordinate activities with, other participating agencies through
the Project Manager (PM), RSU. The scope of work shall include, but not be limited to, the following
activities:
(a) assist the Operational Steering Committee (OSC) and provide inputs to inform and guide
their decision-making;
(b) assist OSC and PM, RSU, to establish a road safety vision for Belize;
(c) assist OSC and PM with the formalisation of the National Road Safety Committee;
(d) assist PM and relevant stakeholders to analyse road traffic accidents data and make
practical recommendations to ensure dataset definition commonality in the Ministry of
Health’s Health Management Information System, Police Department’s (PD) Crime
Information Management System road traffic accidents database suite, and Belize City’s
and Belmopan’s traffic enforcement database. Assist stakeholders to establish
comparable, consistent, and timely generation of database reports to inform effective
APPENDIX 2.5
Page 2
monitoring and evaluation (M&E) and ensure a results-based focus to a national road
safety strategy;
(e) assist in the establishment of collision reduction targets;
(f) assist PM in calculating the cost of collisions on the Demonstration Corridor;
(g) review the report on Legislative and Regulatory Analysis of Traffic Management in
Belize and assist PM to identify and legislative and regulatory changes to improve
enforcement effectiveness;
(h) review vehicle registration and driver licensing practices and testing standards and
materials of the Department of Transport (DOT) and Belize City and Belmopan
Municipalities. Make recommendations on a uniform approach for improving the quality
of vehicles and drivers entering the system;
(i) review the new and used vehicle-importing industry and associated regulations, and make
recommendations on vehicle age limits and quality standards;
(j) assist the Ministry of Works and Transport (MWT), DOT, and Ministry of Security, PD,
in the development of biannual enforcement strategies;
(k) review and provide comments and recommendations on the Road User Education and
Awareness Communication Strategy and biannual campaigns;
(l) assist PM in stakeholder consultations to mobilise funding resources. Make
recommendations for the establishment of sustainable road safety funding mechanisms;
(m) assist PM in identifying capacity constraints within participating agencies. Make
recommendations for institutional strengthening activities;
(n) assist PM in developing M&E framework, including the development of appropriate
performance indicators;
(o) participate in project launch and annual project reviews. Assist in the development and
implementation of Annual Action Plans based on the deliberations and outcomes of these
proceedings;
(p) assist PM in planning transitioning of Road Safety Unit from the Ministry of Finance and
Economic Development to MWT, DOT;
(q) assist PM in integrating cross-sector needs and developing a results-focused, medium
term national road safety strategy, identifying goals and objectives along with specific
activities, initiatives, capacity building measures required and a financing plan.
5. INPUTS
5.1 The services of the Consultant will be required over a 36-month period to undertake the
various activities outlined at Section 4 of the Terms of Reference. The Consultant will provide the
equipment and software required to carry out the assignment and be responsible for obtaining all
additional information for the execution of the services necessary for the Project.
APPENDIX 2.5 Page 3
6. REPORTING REQUIREMENTS
6.1 The Consultant will be required to submit the following number of reports to the
Government of Belize (GOBZ) and the Caribbean Development Bank (CDB), respectively,
within the time periods indicated:
(a) Inception Report: within two weeks of the completion of the Project Launch,
submit an Inception Report describing the approaches proposed to be taken to
prepare and deliver the scope of works outlined and a biannual work plan.
(b) Monthly Progress Reports: preparation of monthly reports on the progress of the
consultancy.
(c) Annual Project Review: preparation of a report summarising proceedings and the
proposed action plan for the coming year, within two weeks of the Annual
Review consultations.
(d) Periodic Ad Hoc Reports: preparation of Ad Hoc Reports, as and when
required, to provide guidance to RSU and PM on particular issues; and
(e) Project Completion Report: preparation of a Completion Report within three months
after the completion of the services.
6.2 GOBZ and CDB will provide comments on reports within two weeks of receipt of the report
and the consultants will adjust the ongoing work according to the comments received. Reports
should be submitted in three hard copies and electronically.
7. QUALIFICATIONS AND EXPERIENCE
7.1 The Consultant should have the necessary skills, including but not limited to, high-level
expertise and experience in road safety management, advocacy, and strategy development.
Experience with the design, implementation and management of results-focused national road
safety strategies, at senior agency and ministerial levels, is required. The Consultant should have
significant experience in skills and knowledge transfer and mentoring.
BUDGET
(USD)
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 2.6
DRAFT TERMS OF REFERENCE
ROAD SAFETY TRAINING
1. BACKGROUND
1.1 In 2011, as part of the Fourth Road Project (Santa Elena/San Ignacio Bypass) (Paper BD 98/10) a
Consultant undertook a survey of approximately 600 km of Belize’s main road network and prepared a
prioritised infrastructure investment programme for improving the safety of road infrastructure. In
addition, another consultant undertook a Management Capacity Review of Road Safety within Belize and
prepared an investment strategy to overcome revealed capacity weaknesses.
1.2 Based on the outcomes of that assignment, the Government of Belize (GOBZ) now intends to
undertake a series of investments to improve road safety along a Demonstration Corridor. The Corridor
includes the Western Highway, between its junction with Central American Boulevard in Belize City to
its junction with the Hummingbird Highway in Belmopan; the Hummingbird Highway, from its junction
with the Western Highway to its junction with Constitution Drive in Belmopan; Constitution Drive; and
the Belmopan Ring Road. Investments will include: road safety infrastructure; capacity building and
implementation support; road user education and awareness; enforcement and emergency services
support.
2. OBJECTIVE
2.1 The objective of the assignment is establishment of a road safety audit system complete with
procedures and guidelines, and the delivery of a Road Safety Training Course for GOBZ staff and other
stakeholders.
3. DURATION
3.1 It is expected that the consultancy will be delivered over a one-month period.
4. SCOPE OF WORKS
4.1 The Consultant(s) shall report to, and coordinate training course delivery activities with the
Project Manager, Road Safety Unit. The specific activities required are:
(a) develop a road safety audit system and manual for Belize based on
adaptation/modification of international best practices and similar safety audit guidelines
from other countries;
(b) carry out demonstration Safety Audits on selected roads, to improve safety of the audited
roads and to create examples of safety audit reports;
(c) assist local safety auditors to develop and implement the system; and
(d) deliver a Road Safety Training Course, which should include the following elements and
considerations:
(i) road user behaviour;
(ii) vulnerable road users;
(iii) engineering aspects of roadside safety;
APPENDIX 2.6 Page 2
(iv) black spot analysis and solutions;
(v) road safety auditing; and
(vi) case study exercises.
Course work should include a field trip with participants to facilitate their practical application of
concepts learnt during the formal classroom sessions.
4.2 The course should be based on internationally recognised standards for roadside safety design and
the conduct of audits and black spot analysis.
5. INPUTS
5.1 The services of the Consultant(s) will be required over a one-month period to undertake the
various activities outlined at Section 4 of the Terms of Reference. The Consultant(s) will provide the
education materials, presentations and supplies to carry out the assignment.
6. REPORTING REQUIREMENTS
6.1 The Consultant(s) will submit the course material and presentations associated with the training.
7. QUALIFICATIONS AND EXPERIENCE
7.1 The Consultant(s) should have the necessary skills including, but not limited to, high-level
expertise and experience in road safety engineering, auditing, and black spot analysis and training will be
required to undertake the assignment.
8. COMMENTS BY THE CONSULTANTS
8.1 The Consultant(s) are invited to make any comments on, and suggestions for, improvements to
TOR. The financial implications, if any, of the said suggestions/recommendations should be clearly
indicated in the Financial Proposal.
BUDGET
(USD)
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 2.7
DRAFT TERMS OF REFERENCE
ROAD SAFETY ASSESSMENT
1. BACKGROUND
1.1 In 2011, as part of the Fourth Road Project (Santa Elena/San Ignacio Bypass) (Paper BD 98/10) a
Consultant undertook a survey of approximately 600 km of Belize’s main road network and prepared a
prioritised infrastructure investment programme for improving the safety of road infrastructure. In
addition, another consultant undertook a Management Capacity Review of Road Safety within Belize and
prepared an investment strategy to overcome revealed capacity weaknesses.
1.2 Based on the outcomes of that assignment, the Government of Belize (GOBZ) now intends to
undertake a series of investments to improve road safety along a Demonstration Corridor. The Corridor
includes the Western Highway, between its junction with Central American Boulevard in Belize City to
its junction with the Hummingbird Highway in Belmopan; the Hummingbird Highway, from its junction
with the Western Highway to its junction with Constitution Drive in Belmopan; Constitution Drive; and
the Belmopan Ring Road. Investments will include: road safety infrastructure; capacity building and
implementation support; road user education and awareness; enforcement and emergency services
support.
2. OBJECTIVE
2.1 The objective of the consultancy is to update the previous International Road Assessment
Programme (iRAP) 2011 survey of the Demonstration Corridor, using established iRAP protocols to
determine post-implementation star ratings.
3. DURATION
3.1 It is expected that the consultancy will be completed over a one-month period.
4. SCOPE OF WORKS
4.1 The Consultant(s) shall report to and coordinate activities with the Ministry of Works and
Transport through the Project Manager, Road Safety Unit. The study will include the following tasks:
(a) Meetings with key agency staff to determine the availability of key data needed for the
iRAP assessment.
(b) Updating of background data: this data should include traffic and speed data,
countermeasure costs and crash data.
(c) Mobilisation of iRAP’s RAPID survey equipment: the survey equipment will be fitted to
a GOBZ-supplied vehicle, and technology to be used for the Project will be provided by
an existing iRAP accredited company or equal. The characteristics of this equipment will
be determined based upon availability, cost and effectiveness for the field work.
(d) Survey inspection: the Demonstration Corridor will be surveyed according to iRAP
current survey inspection protocols.
(e) Rating of data: the Project will involve the assessment of approximately 40 attributes of
the road environment that influence road safety outcomes using criteria presented in the
APPENDIX 2.7 Page 2
iRAP inspection manual. iRAP will carry out this work remotely by a highly
experienced data rating team.
(f) Analysis of data and updating of star ratings: iRAP will conduct an analysis of data. As
part of this analysis, iRAP will thoroughly review the rating data, perform post-
processing to prepare the data for analysis, load the data into iRAP analysis software,
develop calibration factors for Belize conditions and conduct the required analyses.
(g) Preparation of draft and final reports.
5. INPUTS
5.1 The services of the Consultant(s) will be required over a one-month period to undertake the
various activities outlined at Section 4 of the Terms of Reference (TOR). GOBZ will endeavour to make
available to the Consultant(s), relevant reports and statistics for Belize. GOBZ will also assist the
Consultant(s) in identifying the key stakeholders, scheduling meetings and obtaining data from
Government Departments and other sources that might be necessary for the execution of the work required
under the TOR. The Consultant(s) will provide the equipment and software required to carry out the
assignment and be responsible for obtaining all additional information, the execution of the study and
other services necessary for the Project.
6. REPORTING REQUIREMENTS
6.1 The Consultant(s) will submit the following reports:
(a) Draft Final Report: to be submitted 60 days after completion of the survey.
(b) Final Report: within 14-days of receipt of comments from GOBZ/Caribbean
Development Bank (CDB) on the Draft Final Report.
6.2 GOBZ/CDB will endeavour to provide comments within 14 days of receipt of each report.
Electronic and three bound copies of each report are required, two copies to GOBZ and one copy to CDB.
7. QUALIFICATIONS AND EXPERIENCE
7.1 The consultancy team should have the necessary skills including, but not limited to, high-level
expertise and experience in iRAP road safety assessments required to undertake the study.
8. COMMENTS BY THE CONSULTANTS
8.1 The Consultant(s) are invited to make any comments on and suggestions for improvements to
TOR. The financial implications, if any, of the said suggestions/recommendations should be clearly
indicated in the Financial Proposal.
APPENDIX 2.7 Page 3
BUDGET
(USD)
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 2.8
DRAFT TERMS OF REFERENCE
CONSULTANCY SERVICES FOR THE DESIGN AND CERTIFICATION
OF ROAD SAFETY INFRASTRUCTURE WORKS
1. BACKGROUND
1.1 In 2011, as part of the Fourth Road Project (Santa Elena/San Ignacio Bypass) (Paper BD 98/10) a
Consultant undertook a survey of approximately 600 km of Belize’s main road network and prepared a
prioritised infrastructure investment programme for improving the safety of road infrastructure. In
addition, another consultant undertook a Management Capacity Review of Road Safety within Belize and
prepared an investment strategy to address revealed capacity weaknesses.
1.2 Based on the outcomes of that assignment, the Government of Belize (GOBZ) now intends to
undertake a series of investments to improve road safety along a Demonstration Corridor. The Corridor
includes the Western Highway, between its junction with Central American Boulevard in Belize City to
its junction with the Hummingbird Highway in Belmopan; the Hummingbird Highway, from its junction
with the Western Highway to its junction with Constitution Drive in Belmopan; Constitution Drive; and
the Belmopan Ring Road. Investments will include: road safety infrastructure; capacity building and
implementation support; road user education and awareness; and enforcement and emergency services
support.
1.3 GOBZ is also proposing the construction of a new roundabout located at the junction of the
Western and Hummingbird Highways. The design for this structure is to be based on the Ministry of
Works and Transport’s (MWT) standard roundabout design. However, this location’s poor geometric
alignment and its propensity to periodic flooding must be considered in developing a solution for the
junction.
2. OBJECTIVE
2.1 The objective of the assignment is to provide independent inspection and certification of the road
safety infrastructure works being funded under the Loan. In addition, design services are required for a
new roundabout to be located at the junction of the Western and Hummingbird Highways.
3. DURATION
3.1 It is expected that the consultancy will be completed, intermittently, over an 18-month period.
4. SCOPE OF WORKS
4.1 The Consultant(s) shall report to the Project Engineer, MWT. The scope of work shall include,
but not be limited to, the following activities:
Certification Services:
(a) periodic technical inspection of the works;
(b) review contractors’ Environmental Management Plans;
(c) environmental monitoring of contracts;
APPENDIX 2.8 Page 2
(d) review and approve traffic control plans prepared by the contractors and ensure
compliance with all applicable road safety standards, guidelines and regulations, before
commencement of road works;
(e) review and revise designs, as appropriate, to deal with unforeseen circumstances;
(f) certify work done by the contractor for purposes of payment;
(g) prepare monthly reports on the progress of the works indicating any engineering
difficulties affecting their efficient and timely execution, commencing one month after
the start date defined in the construction contract;
(h) consult and advise MWT during construction;
(i) issue certificates of practical completion to contractors on completion of construction
contracts; and
(j) prepare a Completion Report on the Project, including as-built drawings where
appropriate.
Design Services:
(a) collect and analyse existing topographic, land use, hydrological, meteorological,
geological, aerial imagery, and hazard event data and studies to characterise the current
site conditions at the junction of the Western and Hummingbird Highways. Site
characterisation should include the identification of critical infrastructure and key land
use in the vicinity of the site;
(b) consider and factor available historic precipitation data, climate model forecasts,
catchment surface area, slope, soil conditions, and geometry of the Belize River adjacent
to the site, develop and/or apply relevant hydraulic models to characterise day-to-day,
storm event river channel flow, and predicted water levels (1-in-10, 50, 100 and 150-year
events) in developing hydraulic design options for flood mitigation in the vicinity of the
site;
(c) based on hydraulic modelling, and in consultation with MWT, recommend optimal
design flood;
(d) develop and present design options, identifying preferred flood mitigation, and geometric
design solutions;
(e) prepare cost and quantity estimates: where necessary, land ownership and land values
should be given due consideration;
(f) prepare detailed designs for these works; and
(g) provide recommendations for the geometry for the future replacement of the
Roaring Creek Bridge, just to the west of the junction.
APPENDIX 2.8
Page 3
5. INPUTS
5.1 The services of the Consultant(s) will be required over an 18-month period to undertake the
various activities outlined at Section 4 of the Terms of Reference. The Consultant(s) will provide the
equipment and software required to carry out the assignment and be responsible for obtaining all additional
information for the execution of the services necessary for the Project.
6. REPORTING REQUIREMENTS
6.1 The Consultant(s) will submit the following reports:
(a) completed payment certificates for works executed by contractors to support requests for
disbursement/reimbursement from the Caribbean Development Bank (CDB);
(b) three copies each of monthly reports on the progress of the works;
(c) certificates of practical completion to be issued to each contractor upon completion of
each contract;
(d) electronic and four hard copies each of a Project Completion Report on each construction
contract within four weeks of issuing the certificates of completion;
(e) detailed design report; and
(f) as-built drawings where appropriate, on completion of the contracts.
6.2 GOBZ and CDB will provide comments on reports within two weeks of receipt of the report and
the consultants will adjust the ongoing work according to the comments received. Reports should be
submitted in three hard copies and electronically.
BUDGET
(USD)
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 3.1
PROJECT COST, PHASING AND FINANCING PLAN
(BZ $'000)
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
AP
PE
ND
IX 4
.1
DEMONSTRATION CORRIDOR 2012 STAR RATINGS
Star Rating Vehicle Occupants Motorcyclists Bicyclists Pedestrians
Length (km) % Length (km) % Length (km) % Length (km) %
0 0 0 0 0 0 1 1
4 5 4 5 4 5 1 1
0 0 0 0 0 0 72 94
44 57 0 0 44 57 0 0
29 38 73 95 29 38 0 0
N/A 0 0 0 0 0 0 3 4
TOTAL 77 100% 77 100% 77 100% 77 100%
Note: Star Rating for Vehicle Occupants illustrated
APPENDIX 5.2
DRAFT TERMS OF REFERENCE
PROJECT MANAGER
1. The Project Manager (PM) will be located in the Road Safety Unit (RSU) and will report to the
Chief Executive Officer, Ministry of Finance and Economic Development. He/she will be responsible for
coordinating and monitoring all aspects of the implementation of the Project. PM shall be assigned
exclusively to the Project and will be supported by an administrative staff within the RSU. The PM’s
duties will include, but not be limited to:
(a) maintaining records and carrying out the day-to-day coordination and supervision of the
Project, including the preparation of regular progress reports;
(b) monitoring and controlling of project cost, preparing/reviewing withdrawal applications,
supervising preparation of financial reporting and submit to Operational Steering
Committee (OSC) and the Caribbean Development Bank (CDB). Preparing and
submitting to CDB, a Quarterly Report on the Investment Cost of the Project, in the form
specified by CDB, within two weeks after the end of each calendar quarter, commencing
with the quarter following the commencement of the assignment;
(c) compiling baseline data for all performance targets and indicators as early as possible,
but no later than one quarter after mobilisation, and develop and implement an
overall monitoring plan for the Project;
(d) organising indicator data from project participants, measure and report to OSC and CDB
progress of achieving the performance targets at the annual project reviews and
completion stages;
(e) developing a consolidated schedule, showing the critical path of the overall project
implementation;
(f) managing the selection and engagement of consultancy services and supervising these
consultancies;
(g) evaluating bids and recommending the awards for the consultants, goods and construction
contracts;
(h) keeping OSC and CDB timely informed of implementation problems that could
jeopardise the project objectives and recommending how those objectives can be
safeguarded;
(i) liaising with CDB on all technical and administrative aspects of the Project;
(j) submiting to CDB, within two weeks after the end of each month, the reports prepared by
the Consultant(s) and the Task Leaders;
(k) developing key partnerships with stakeholders and liaising with them to inform about the
Project and its implementation status;
(l) organising meetings in collaboration with stakeholders at strategic times to discuss all
aspects of project implementation, including any current and/or potential obstacles to
timely implementation;
APPENDIX 5.2 Page 2
(m) attending and preparing minutes of PSC meetings;
(n) preparing supporting information for the formalisation of the National Road Safety
Committee;
(o) assisting in the preparation of inter-agency Memorandum of Understanding to formalise
roles and responsibilities;
(p) establishing overall targets for collision reduction along the Demonstration Corridor;
(q) assisting, with the support of the Road Safety Consultant stakeholders to integrate
databases and collision reporting statistics;
(r) identifying legislative and regulatory requirements to support improved road safety;
(s) identifying and mobilising private sector funding resources to support the public
education and awareness campaigns;
(t) developing, with the support of the Road Safety Consultant, medium-term national road
safety strategy identifying goals and objectives, along with specific activities, initiatives,
capacity building measures required and a financing plan; and
(u) preparing and submitting to CDB, a Project Completion Report within three months after
completion of the works and services.
2. Prospective candidates should have a minimum of the following qualifications: a Masters Degree
or equivalent in Public Administration, Project Management or other related field with a minimum of
eight years’ experience in the management and implementation of multi-sectoral projects. Proposed
personnel with strong communication, supervisory and monitoring skills and good relations with local
stakeholders are desirable.
BUDGET
(USD)
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 5.2 Page 3
DRAFT TERMS OF REFERENCE
PROJECT ENGINEER
3. The Project Engineer (PE) will be located in the Ministry of Works and Transport (MWT),
Department of Public Works (DPW) and will report to the Task Leader, Roads Safety Infrastructure,
DPW. He/she will be responsible for coordinating and monitoring all aspects of the implementation of
the road safety infrastructure. PE shall be assigned exclusively to the Project and will be supported by
administrative staff within DPW. PE’s duties will include, but not be limited to:
(a) supervision of the design and certification consultants, including review of the monthly
reports prepared by the consultants and transmittal to the Project Manager, Road Safety
Unit;
(b) management and administration of the construction contracts; and
(c) integration of road safety investments into annual maintenance programmes.
4. Prospective candidates must be civil engineers, with a minimum of a Bachelors Degree in civil
engineering and five years’ of suitable experience in engineering design and supervision, including road
works or project implementation.
BUDGET
(USD)
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 5.2 Page 4
DRAFT TERMS OF REFERENCE
TASK LEADER
1. The Task Leader (TL) will be assigned from line ministries to coordinate and lead activities
within the following components:
(a) Road Safety Infrastructure;
(b) Road User Education and Awareness;
(c) Road Safety Enforcement; and
(d) Road Accident Emergency Services.
2. TL will be responsible for coordinating, monitoring and reporting on all aspects of the respective
component they are assigned. TL shall be supported by an administrative staff and technical within their
respective line ministries. TL’s duties will include, but not be limited to:
(a) maintaining records and carrying out the day-to-day coordination and supervision of the
assigned Project Component, including the preparation of regular progress reports for
transmission to Project Manager (PM);
(b) monitoring and controlling of component costs. Preparing and submitting to PM,
Road Safety Unit (RSU), a Quarterly Report on the Investment Cost of the Project, in the
form specified by the Caribbean Development Bank, within two weeks after the end of each calendar quarter, commencing with the quarter following the commencement of the
assignment;
(c) compiling component baseline data for all performance targets and indicators;
(d) developing a schedule for component activities;
(e) participating in the procurement of consultancy services, goods and/or works;
(f) keeping PM, RSU, timely informed of implementation problems that could jeopardise the
project objectives and recommending how those objectives can be safeguarded;
(g) preparing supporting information for the formalisation of the National Road Safety
Committee;
(h) assisting in the preparation of inter-agency Memorandum of Understanding, to formalise
roles and responsibilities;
(i) assisting with the development of the medium-term national road safety strategy; and
(j) preparing and submitting to PM, RSU, a Completion Report.
APPENDIX 5.2 Page 5
DRAFT TERMS OF REFERENCE OPERATIONAL STEERING COMMITTEE
1. The implementation of this Project will influence, and be influenced by, the activities of various
stakeholders including government departments and agencies, Non-Governmental Organisations and
development partners. The Operational Steering Committee (OSC) will be the main decision-making
body for the Project. In addition, OSC will be established to provide managerial oversight, advice,
guidance and direction on project implementation. OSC will comprise:
(a) Chief Executive Officer, Ministry of Finance and Economic Development - Chairperson
(or designate).
(b) Project Manager
(c) Representative from the Ministry of Works and Transport.
(d) Representative from the Ministry of Health.
(e) Representative from the Ministry of Education.
(f) Representative from the Police Department.
2. OSC will be responsible for facilitating the seamless implementation of the Project by promoting
information-sharing and inter-agency cooperation among government departments and agencies,
development partners and other stakeholders, reviewing project status and progress, and addressing issues
that may arise. The establishment of OSC will be a condition precedent to first disbursement of the Loan.
The members of OSC shall be persons whose qualifications and experience are acceptable to the
Caribbean Development Bank.
APPENDIX 5.4
PROCUREMENT PLAN
This information is withheld in accordance with one or more of the
exceptions to disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 5.5
ESTIMATED QUARTERLY LOAN DISBURSEMENT SCHEDULE
($'000)
Year
Quarter No.
Disbursement IDC &
OCR SFR Commitment Fees
Total
2012 4 - 124 26 150
Sub-total 0 124 26 150
2013
1
-
405
27
432
2 1,643 405 43 2,091
3 1,643 405 57 2,105
4 1,643 405 75 2,123
Sub-total 4,930 1,620 202 6,752
2014
1
1,313
242
83
1,638
2 1,313 242 95 1,652
3 1,313 243 106 1,662
4 1,314 243 118 1,675
Sub-total 5,253 970 402 6,625
2015
1
-
221
19
240
2 - 221 20 241
3 - 221 22 243
4 - 222 23 245
Sub-total 0 885 84 969
TOTAL 10,183 3,599 714 14,496
APPENDIX 5.6
REPORTING REQUIREMENTS
Reports Frequency Deadline for Submission
Implementation
1. Progress Report on project
implementation prepared by PM.
Monthly
Within one month after the end of
each calendar month until project
implementation is completed,
commencing one month after the
Project Launch. 2. Evaluation Reports on shortlists and
proposals for the consultancies
prepared by PM.
- Within two weeks of the submission
deadlines.
3. Evaluation Reports on
prequalification and tenders for
works prepared by PM.
- Within two weeks of the submission
deadlines.
4. Evaluation Reports on requests for
quotations for goods prepared by
PM.
- Within two weeks of the submission
deadlines.
5. Reports on the Investment Costs of
the Project prepared by PM.
(Sample guidelines presented in
Annex 1).
Quarterly Two weeks after the end of each
quarter until project implementation
is completed, commencing with the
quarter following the appointment
of PM. 6. Report on the progress of the works
prepared by PE. Monthly Within one month after the end of
each calendar month until project
implementation is completed. 7. Consultants’ Reports. - Within one month of acceptance of
the reports. 8. Enforcement Strategy prepared by
DOT. Biannually Two weeks after the end of each
half-year until project
implementation is completed.
commencing with the month
following the appointment of PM. 9. Summary of Quarterly Monitoring
Indicators prepared by PM. Quarterly Two weeks after the end of each
quarter until project implementation
is completed, commencing with the
quarter following the appointment
of PM. 10. Summary of Annual Review
Proceedings prepared by PM. Annually Two weeks after the end of each
Annual Review Workshop until
project implementation is
completed. 11. Project Implementation Completion
Report prepared by PM. - Within three months of completion
of the Project.
Operation
12. Reports on Monitoring Indicators.
Annually
By October 1, commencing in 2016.
13. Maintenance Plan for the road
infrastructure, including reports of
condition assessments of road
infrastructure.
Annually By October 1, commencing in 2014.
AN
NE
X T
O A
PP
EN
DIX
5.6
QUARTERLY REPORT ON INVESTMENT COST OF PROJECT
($'000)
Elements of Project
Expenditure
for this
Quarter
Cumulative
Expenditure
to date
Projected Expenditure
for the Quarter
Estimated
Expenditure
to Complete
Project
Latest
Estimate of
Expenditure
Project
Estimate
as per
Appraisal
Report
Variance
Favourable/
(Adverse)
Comments/
Reasons for Adverse
Variance and
Financing Proposal to
Meet Cost Overrun
Ending
Ending
Ending
(1)
(2)
(3)
(4)1
(4)2
(4)3
(5)
(6)
(7)
(8)
(9)
1. Road Safety Infrastructure
2. Road User Education and Awareness
3. Road Safety Enforcement
4. Road Accident Emergency Services
5. Capacity Building
6. Project Management
8,200
1,550
430
450
620
3,085
Base Cost 14,335
7. Physical and Price Contingencies
2,637
Total Project Cost 16,972
8. Finance Charges 714
Total Finance Costs 17,686
Financing:
CDB: - OCR
CDB: - SFR
GOBZ
10,723
3,772
3,191
ANNEX TO APPENDIX 5.6
Page 2
GUIDELINES FOR COMPLETION OF REPORT ON PROGRESS
OF INVESTMENT COST
1. Elements of Project - The elements of the Project as outlined in the Appraisal Report must
be recorded in this column. If it becomes necessary to further sub-divide the
main elements of the project, then the sub-elements should be grouped to facilitate
the determination of the expenditure related to the main elements identified in the
Appraisal Report.
2. Expenditure for this Quarter - The expenditure incurred in the quarter to which the report
relates in respect of each element of the project must be recorded in this column.
3. Cumulative Expenditure to Date - The expenditure incurred in respect of each element of
the project from the commencement of the project to the end of the quarter to which the
report relates must be recorded in this column.
4. Projected Expenditure for Quarter - An estimate of the expenditure to be incurred in each
of the next three quarters must be recorded in the columns 41, 42, and 43.
5. Estimate of Expenditure to complete Project - This column should be completed only in
respect of those elements of the project, construction/installation of which stretches beyond
three quarters from the end of the quarter to which the report relates. Where a project
extends over more than one year - four quarters - an estimate of the expenditure to be
incurred in the period subsequent to the year must be recorded in this column.
6. Latest Estimate of Expenditure - The amounts to be recorded in this column should be
derived by adding columns 3, 4123, and 5. The amounts recorded in this column should be
the best estimate of expenditure to be incurred in respect of each element of the project.
These amounts may be less or greater than the appraised expenditure.
7. Project Estimates as per Appraisal Report - The estimate of expenditure to be incurred in
respect of each element of the project, as outlined in the Appraisal Report, must be
recorded in this column.
8. Variance - The difference between columns 6 and 7 must be recorded in this column.
Where the amount in column 6 is less than that in column 7, a favourable variance results.
An adverse variance results where the amount in column 6 is greater than that in column 7.
9. Comments - An explanation should be given for each variance which is more than 10% of
the project estimates as per Appraisal Report.
FIGURE 1: PROJECT LOCATION MAP
FIGURE 2: DEMONSTRATION CORRIDOR
